/" 


RAILWAY 


TRAIN  AND  STATION 


SERVICE. 


DESCRIBING   THE   ORGANIZATION  AND    MANNER  OF  OPERATING  TRAINS, 
AND  THE    DUTIES   OF  TRAIN  AND  STATION  OFFICIALS. 


BY 

MARSHALL  M.  KIRKMAN. 


THIRD    EDITION, 

REVISED  AND   ENLARGED. 

1878—1884. 


Copyright  iS&j,  by 
MARSHALL  M.  KIRKMAN, 

CHICAGO. 


Printed  and  Bound  by 
C.  N.  TRIVESS,  CHICAGO. 


PREFACE. 


Chapters  eight  to  fourteen,  inclusive,  relate  directly  to 
the  rules  and  regulations  governing  the  movement  of 
trains  and  the  duties  of  those  connected  therewith.  They 
have  been  prepared  with  minute  and  technical  care,  and 
may  be  introduced  upon  any  railroad  in  the  land  with  few, 
if  any,  alterations.  THE  CODE  OF  SIGNALS  CONTAINED  IN 

THE  FIRST  EDITION  OF  THIS  WORK  WAS  ADOPTED  ALMOST 
BODILY,  SO  FAR  AS  ACTION  WAS  TAKEN,  BY  THE  AMERICAN 

ASSOCIATION  OF  RAILWAY  SUPERINTENDENTS,  and  by 
the  meeting  of  experts  at  Chicago  in  October,  1883.  In  a 
few  instances  where  exception  was  made  I  have  corrected 
this  edition  to  conform  to  their  action.  The  other  matter 
contained  in  the  book  is  accessory  merely  to  the  rules  and 
regulations  governing  the  movement  of  trains  and  the  sig- 
nals relating  thereto. 

The  phvsical  life  of  a  railroad  is  known  in  its  entirety  bv 
comparatively  few,  but  it  is  nevertheless  true  that  a  com- 
prehensive knowledge  of  the  laws  that  regulate  and  direct 
that  life,  is  essential  to  every  railway  man  of  any  promi- 
nence, or  that  hopes  one  day  to  become  prominent.  Manv 
men  connected  with  our  railroads  do  not,  however,  possess 
the  facilities  necessary  for  acquiring  this  knowledge.  This 
book,  it  is  hoped,  will  be  of  assistance  to  all  such.  It  treats 
of  the  composition  and  movement  of  Railway  Trains  and 
the  Laws  governing  the  same,  including  an  exposition  of 
the  duties  of  Train  and  Stationmen. 

In  pursuing  my  inquiries  in  reference  to  the  subject,  I 
had  occasion  to  examine  into  the  regulations  of  all  the 
great  companies  of  the  United  States  and  England,  so 
far  as  they  affect  train  and  station  service.  The  results  of 
these  investigations  are  embodied  herein. 


TABLE  OF  CONTENTS. 


CHAPTER  I. 

The  Mysteries  that  underlie  the  organization  and  Movement  of 
Trains — How  Time  Tables*  are  made — Elements  to  be  Consid- 
ered in  arranging  the  Schedules— Effect  of  increasing  the 
nnmber  of  Tracks — The  Block  System— Obstacles  to  its 
adoption  in  America — Substitutes  Proposed  and  in  use — Ma- 
nipulation of  Trains  upon  English  Roads— The  Force  Em- 
ployed— The  Collection  of  Fares— The  Schedule  by  which 
Regular  Trains  are  Operated — Movement  of  Trains  by  Tel- 
egraphic Order— The  Protection  of  Trains 9 

CHAPTER   II. 

Individuality  of  Hailroad  Companies — Dissimilarity  of  the  Signals 
in  use  upon  Different  Roads— The  Danger  that  such  Dissimi- 
larity Renders  Possible — Want  of  Uniformity  in  the  Rules  and 
Regulations  Governing  Different  Roads — Intelligent  Dis- 
crimination exercised  by  Trainmen — The  Conservatism  of 
Trainmen — The  Regulations  of  Roads  partake  of  the  Charac- 
ter of  the  men  Introducing  them— Some  of  the  Differences 
Observable  in  the  Rules  and  Regulations  of  Different  Roads 
—No  Uniformity  in  the  Telegraph  Department — Lack  of 
Completeness  and  Thoroughness  in  framing  the  Rules  and 
Regulations— The  Wonderful  Phraseology  of  Trainmen- 
Phraseology  peculiar  to  English  Roads 33 

CHAPTER  III. 

Train  Accidents— Their  Nature  and  Causes— Train  Accidents  on 
American  Roads  for  Ten  Years— Accidents  proper — Nominal 
Accidents,  but  Actual  Blunders— What  should  be  Insisted 
Upon— Laxity  of  Discipline 53 

CHAPTER    IV. 

Train  Signals— Causes  of  the  Existing  Diversity— Diversity  of  Sig- 
nals used  by  Chicago  Roads— Difficulty  of  Securing  Uniformity 
—Material  Available  for  Signaling  Purposes— Reasons  urged 
by  Experts  for  the  Use  of  Particular  Signals— The  Whistle 
signals  and  the  Diversity  that  Exists— Practical  Action  in  the 
Direction  of  Uniformity— The  Signals  Embodied  in  this  Vol- 
ume Approved  by  the  Highest  Authorities <>? 

V 


vi  Table  of  Contents. 

CHAPTER  V. 

Color  Blindness — Definition— Alleged  Danger  from  this  Source 
—Tests  for  its  Detection— The  Practical  Result  of  their 
Application — Summary  of  Report  of  Commissioners  on  the 
Subject— Views  of  Railway  Superintendents— The  Views  of 
the  Theorists — A  Possible  but  not  an  Alarming  Danger 80 

CHAPTER    VI. 

Dictionary  of  Some  of  the  Technical  Terms  in  use  in  Connection 
with  the  Train  and  Station  Service  of  a  Railway  Company 91 

CHAPTER  VII. 

Plans  Pursued  in  Arranging  and  Compiling  the  Rules  and  Regu- 
lations   104 

CHAPTER    VIII. 

Signals  Required  by  Railway  Companies— Train  Signals— Engine- 
men's  Signals— Conductor's  Signals  by  Bell  Cord— Signals  by 
Hand  or  Lamp— Regulations  Governing  the  Use  of  Signals...  108 

CHAPTER    IX. 

Classes  and  Grades  of  Trains— Right  of  Trains— Rule  90— How  to 
Protect  Trains  when  Standing  upon  the  Main  Track,  or  when 
the  Track  is  Obstructed— When  Trains  Break  in  T\v> — Trains 
Running  with  Care — Trains  must  Stop — Trains  Meeting  or 
Passing  each  Other — Trains  Approaching  Stations — Trains 
Following  Other  Trains— Keeping  off  the  Time  of  Other 
Trains— Delayed  Trains — Extra  Trains — Construction  and 
Fuel  Trains— Wild  Trains— The  Speed  of  Trains— Directions 
Referring  More  Particiilarly  to  Double  Track  Roads — Third 
Track  or  Middle  Sidings— Coupling  Cars— Miscel  laneous 
Orders  Relative  to  Trains — The  Track,  Instructions  to  Section 
Foremen 120 

CHAPTER  X. 

Rules  and  Regulations  Governing  the  Movement  of  Trains  by 
Telegraph— Also  Directions  Applicable  to  the  Double  or  Du- 
plicate Order  System— Forms  of  Orders,  Etc.,  Etc 1GO 

CHAPTER    XI. 

General  Instructions  to  Conductors— Passenger  Conductors- 
Freight  Conductors  —  Brakemen  —  Passenger  Brakemen— 
Freight  Brakemen— Train  and  Station  Baggagemen— Engine- 
men — Firemen — Inspectors  of  Engines— Yard  Masters 18" 


Table  of  Contents.  vii 

CHAPTER    XII. 

Agents—  Rules  Referring  to  the  Passenger  Traffic—  Freight  Regu- 
lations —  Receiving  Freight  for  Shipment  —  Receipting  for 
Freight—  Releases—  Loading  and  Unloading  Freight—  Care 
Must  be  Exercised  —  Delivery  of  Freight—  Freight  from  and  to 
Stations  at  which  there  are  no  Agents  —  Way-Billing  Freight 
—Sealing  Cars  Containing  Freight  —  Miscellaneous  Rules  Re- 
garding Freight  —  Directions  to  Agents  in  Reference  to  Fuel  — 
Switches—  Trains  and  Cars—  General  Directions  to  Agents  ____  222 

CHAPTER    XIII. 
Telegraph  Operators—  Telegraph  Repairers  .....................  .  246 

CHAPTER  XIV. 
(Jcncral  Instructions  to  Employes  .................................  353 

CHAPTER    XV. 

Regulations  of  the  Austrian   Railways  Governing  the  Passenger 


259 


CHAPTER    XVI. 


The  Rules  and  Regulations  of  the  Great  English  Roads—  General 
Regulations—  Conditions  imder  which  Persons  are  admitted  to 
the  Service  —  Security  —  Privileges  —  Compensation,  etc.  —  The 
Uniforms  Required  and  the  Regulations  Incident  thereto  — 
General  Regulations  for  Working  the  Absolute  Block  System 
on  a  Double  Track  Road.  .  .  __  265 


RAILWAY    TRAIN 


AND 


STATION    SERVICE. 


CHAPTER    I. 

The  Mysteries  that  underlie  the  Organization  and  Move- 
ment of  Trains — How  Time  Tables  are  made — Ele- 
ments to  be  considered  in  arranging  the  Schedules — 
Effect  of  increasing  the  number  of  Tracks — The  Block 
System — Obstacles  to  its  adoption  in  America — Sub- 
stitutes Proposed  and  in  use — Manipulation  of  Trains 
upon  English  Roads — The  Force  Employed — The 
Collection  of  Fares— The  Schedule  by  which  Regular 
Trains  are  Operated — Movement  of  Trains  by  Tele- 
graphic Order — The  Protection  of  Trains. 

The  manipulation  of  trains  never  ceases  to  be  a 
subject  of  wonder  and  speculation  to  railway  men. 
To  the  great  bulk  of  them  the  secrets  that  envel- 
ope the  construction  of  the  schedule  by  which 
trains  are  moved  are  profound  and  impenetrable. 
How  the  officials  are  able  to  control  the  labyrinth 
of  moving  trains,  how  watch  them  as  they  wind  in 
and  out  like  the  figures  upon  a  chessboard,  how 
adjust  so  nicely  the  time  of  their  arrival  at  meeting 
and  passing  points,  how  keep  them  all  in  motion, 
i  9 


10  Rail-way  Train  and 

regulate  their  speed  and  give  to  each  the  exact 
consideration  its  importance  merits,  are  questions 
that  but  few  railway  men  understand.  They 
know  that  there  is  hidden  away  somewhere  in 
the  dark  recesses  of  the  Superintendent's  apart- 
ments a  mysterious  chart,  whereon  at  intervals  he 
works.  It  is  upon  this  that  he  fixes  the  character, 
speed,  and  stopping  plasces  of  trains;  here  he  notes 
where  they  shall  meet  or  pass  each  other,  not  for- 
getting the  time  they  shall  start,  nor  the  hour  they 
shall  reach  their  destination.  They  have  had  sur- 
reptitious glimpses  of  this  wonderful  chart  through 
partly  closed  doors,  but  their  view  has  been  ob- 
structed and  their  mental  processes  deadened  by 
the  form  and  austere  presence  of  the  Superinten- 
dent as  he  paced  the  room  with  measured  stride,  or 
bent  over  his  work,  pencil  in  hand,  with  absent 
air  and  corrugated  brow,  like  one  who  sought  in 
vain  the  solution  of  some  difficult  problem.  They 
have  noted  with  awe  the  hieroglyphics,  pregnant 
with  meaning,  that  cover  the  broad  white  surface 
of  the  mysterious  chart,  the  stations  printed  in  big 
black  letters  of  varying  size  and  type,  and  seeming 
to  derive  a  fictitious  importance  from  that  fact  ; 
the  broad  lines  of  different  color  that  traverse  its 
face  laterally  and  at  right  angles.  Nor  have  they 
failed  to  note  and  comment  upon  the  faint  irregu- 
lar lines  drawn  with  tremulous  hand  here  and 
there,  without  method  or  object,  apparently,  lines 
seemingly  taking  their  rise  in  space  and  end- 
ing in  space,  feeble,  inconsequential,  inclefi- 


Station  Service.  11 

nite,  like  disconnected  dreams  or  half  com- 
pleted thoughts. 

But  while  they  know  or  surmise  that  these 
faint,  irregular,  half-obliterated  lines  forecast 
moving  trains,  that  they  represent  organized 
harmonious  action,  that  each  line  is  a  fully  devel- 
oped, completed  idea,  they  do  not  know  how  these 
ideas,  clothed  in  the  symbolical  language  in  which 
they  see  them  spread  upon  the  chart,  are  to  be 
subsequently  arranged  and  grouped,  how  con- 
densed into  the  simple  form  they  present  in  the 
printed  time  table  or  schedule,  which  they  have 
carried  in  their  pockets  for  years.* 

While  any  of  us  may  without  much  labor 
become  acquainted  with  the  charts  that  the  Super- 
intendent uses  in  constructing  his  table  of  trains, 

*Sometimes  twine  or  thread  of  different  colors  is  used,  instead  of 
pencil  marks.  In  such  cases  one  color  will  stand  for  a  passenger  train, 
another  color  for  a  freight  train,  and  so  on.  If  the  track  is  used  by 
trains  belonging  to  other  companies  still  other  colors  are  used.  In  pre- 
paring the  time  chart  a  large  sheet  of  drawing  paper  is  stretched  on  a 
smooth  surface  and  mounted.  The  chart  is  ruled  with  horizontal  lines, 
each  line  representing  a  station,  or  siding,  the  name  of  the  station  or 
siding  being  printed  at  the  end  of  the  line.  Heavy  perpendicular  lines 
represent  the  hours,  the  number  of  the  hours  being  printed  at  the  top 
of  the  line.  Thus  12  midnight  will  be  marked  at  the  top  of  the  first 
perpendicular  line,  and  the  twenty-four  hours  following,  until  the  next 
midnight.  Between  the  hour  lines  ten  minute  intervals  will  be  indi- 
cated by  lighter  lines,  and  between  these  again  five  minute,  two  minute 
or  one  minute  intervals,  as  may  lie  desired,  by  still  lighter  lines.  A 
passenger  train  with  a  running  time  of  sav,  thirty  miles  an  hour,  leaves 
one  terminus  of  the  road,  Chicago  for  example,  at  9  A.  M.,  a  red  thread 
represents  the  train,  and  is  attached  to  a  pin  which  is  inserted  in  the 
horizontal  line  for  Chicago  at  the  9  A.  M.  time  mark.  If  the  train  runs 
without  stopping  for  fifteen  miles  another  pin  is  inserted  in  the  line 
representing  the  station  at  which  the  first  stop  is  made,  and  at  the 
place  \vhere  it  is  crossed  by  the  line  representing  9:30  A.  M.,  and  the 
red  thread  stretched  to  anJ  wrapped  around  this  pin.  If  the  train  stops 
at  this  station  ten  minutes  another  pin  is  inserted  in  the  same  station 
line  at  the  crossing  of  the  line  representing  9:40  A.  M.,  and  the  thread 
stretched  along  the  station  line  to  this  and  again  fastened,  and 
stretched  to  the  next  stopping  place  and  so  on.  The  other  regular 
trains  are  indicated  in  a  similar  manner,  until  the  time  chart  when 
finished  looks  like  some  new  kind  of  fancy  lace  work.  All  that 
remains  to  be  done  is  to  copy  the  stations  and  time  on  a  blank  schedule 
for  the  printer. 


12  Railway  Train  and 

still  we  can  not  without  study,  and  long  associa- 
tion with  his  duties  and  responsibilities,  understand 
all  the  nice  distinctions  that  govern  him  in  his 
work.  Each  schedule  however,  presents  many 
features  that  seldom,  if  ever,  change;  certain 
passenger  trains  become  in  time  like  the  staple 
articles  that  a  grocer  is  compelled  to  keep,  whether 
he  derives  profit  therefrom  or  not;  their  abandon- 
ment can  not  be  contemplated,  and  the  most  trivial 
changes  in  their  organization  or  time  may,  precipi- 
tate upon  the  hapless  Superintendent  the  indigna- 
tion of  an  outraged  community.  This  indignation 
finds  utterance  and  relief  in  long  petitions,  sarcastic 
newspaper  articles,  crowded  mass  meetings,  and 
waiting  committees. 

Aside  from  the  staple  features  noticeable  in  the 
list  of  trains,  the  probable  amount  of  business  that 
will  offer,  its  source,  and  the  direction  it  will  take, 
have  to  be  carefully  considered  in  constructing  the 
schedule.  But  these  calculations,  made  from  time 
to  time  as  new  schedules  are  constructed,  may  be 
said  to  have  reference,  as  a  rule,  only  to  the  freight 
traffic,  and  the  number  of  trains  required  to  do 
the  business  with  reasonable  expedition  and 
economy. 

The  number  of  passenger  trains  employed 
upon  our  roads  is  seldom,  if  ever,  reduced.  On 
the  contrary,  new  trains  are  added  at  intervals  as 
the  country  develops  and  the  business  of  the  line 
increases.  The  various  passenger  trains  move  back 
and  forth  on  a  fixed  course,  year  after  year,  with 
the  dull  monotony  of  an  ever  swinging  pendulum; 


Station  Service.  13 

each  train  has  a  name  and  character  along  the 
route  it  follows,  and  people  speak  of  it  as  they  do 
of  the  sun  and  moon  or  the  recurring  crops. 

More  or  less  of  the  freight  trains  that  are 
operated  may  also  be  classed  with  the  staple 
articles;  a  certain  numbei',  varying  with  the 
size  and  character  of  the  road,  are  necessary  to 
do  its  business;  like  the  passenger  trains  they 
will  present  at  certain  seasons  of  the  year  an 
exceedingly  meagre,  if  not  beggarly,  appearance, 
but  they  are  necessary  to  the  convenience  of  the 
community  and  an  expeditious  conduct  of  the 
varying  business  that  is  offering,  and  so  they  es- 
cape the  inevitable  reduction  that  overtakes  unpro- 
ductiveness or  extravagance  in  other  branches  of 
the  business. 

Many  other  things  have  to  be  considered  and 
provided  for  in  arranging  the  schedule.  It  is  de- 
sirable that  there  should  be  close  connections  at 
various  junctions  with  other  roads.  It  is  this  phase 
of  the  subject  that  tries  the  patience  and  ingenuity 
of  the  official.  While  no  one  of  us,  perhaps,  but 
has  felt  gratified  at  being  able  to  make  easv  and 
swift  connection  at  some  junction  on  our  route,  not 
all  of  us  have  stopped  to  realize  that  this  propitious 
conjunction  of  circumstances  was  not  the  result  of 
chance,  but  of  much  contention  among  the  railroad 
companies  in  interest,  of  many  long  and  angry 
communications,  much  bitterness  of  feeling,  suc- 
ceeded by  many  agreements  and  counter  agree- 
ments, these  in  turn  finding,  eventually,  definite 
and  final  solution  in  some  happily  devised  compro- 


14  Railway  7'rain  and 

mise  that  represented  approximately  the  rights  of 
each  company  interested.  It  is  sometimes  the 
case  that  connection  with  other  lines  has  only  to  be 
made  at  one  end  of  the  road.  It  is  thus  of  the 
greatest  consequence  to  the  management  that  trains 
going  in  a  certain  direction  should  reach  their  des- 
tination at  a  particular  hour,  but  when  these  trains 
shall  start  upon  their  return  journey  may  be  a 
purely  local  question,  to  be  considered  only  in  the 
relation  it  bears  to  the  other  local  questions  of  the 
company. 

The  experience  and  skill  required  to  move  trains 
with  economy  and  safety  upon  a  single  track  is  im- 
mensely greater  than  that  required  where  two  or 
more  tracks  are  available.  Indeed,  the  ability  re- 
quired to  manipulate  trains  successfully  may  be  said 
to  be  in  the  inverse  ratio  to  the  number  of  tracks  upon 
which  they  are  moved.  Upon  a  double  track  road 
there  is  no  necessity  of  providing  meeting  places 
for  trains.  Where  there  is  but  one  track,  this  is  of 
the  greatest  consequence,  as  trains  can  only  pass 
each  other  at  those  points  where  adequate  sidings 
have  been  provided.  The  sidings  at  a  particular 
station  may  be  of  sufficient  length  to  enable  pas- 
senger trains  to  meet  and  pass,  but  not  adequate  to 
the  passage  of  freight  trains.  The  nicest  calcula- 
tions have,  therefore,  to  be  made  to  so  arrange  the 
movement  of  trains  that  the  meeting  or  passing 
places  may  occur  at  points  where  the  accommoda- 
tions are  adequate. 

When  three  tracks  are  available  for  the  move- 
ment of  trains,  the  special  provision  required  upon 


Station  Service  15 

a  double  track  line  to  enable  trains  moving  in  the 
same  direction  to  pass  each  other  without  delay  or 
inconvenience,  is  greatly  lessened,  if  not  entirely 
obviated.  When  it  is  necessary  for  a  train  to  pass 
another,  where  three  tracks  are  employed,  the  for- 
ward train  pursues  its  way  at  reduced  speed,  upon 
the  third  or  intermediate  track,  while  waiting  for 
.the  fast  train  in  its  rear  to  overtake  and  pass  it,  be- 
fore it  re-occupies  the  main  track.  It  will  of 
course  sometimes  happen  that  a  particular  section 
of  the  third  track  will  be  required  for  use  simul- 
taneously by  slow  trains  moving  in  opposite  direc- 
tions. When  this  is  the  case,  the  opposing  trains 
will  be  compelled  to  wait  until  one  of  them  can 
with  safety  re-occupy  the  main  track. 

When  four  tracks  are  employed,  the  manipu- 
lation of  trains  becomes  still  more  simple.  It  is  no 
longer  intricate  or  elaborate."  It  is  simply  a  matter 
of  calculation,  affording  abundant  scope,  doubtless, 
for  the  exercise  of  good  judgment  and  tact,  but  not 
requiring  the  great  experience  and  skill  necessary 
where  the  facilities  are  more  restricted.  Trains  of 
the  same  class,  or  of  equal  or  approximate  grade, 
follow  each  other  in  endless  succession,  and  only 
the  local  or  accommodation  trains  are  required,  at 
long  and  comparatively  infrequent  intervals,  to 
give  way  to  faster  trains  of  a  higher  order. 

Upon  a  four  track  railway  the  danger  to  life 
and  property  may  be  said  to  have  reached  the 
minimum,  while  the  facility  of  business  and 
the  economy  of  operation  have  reached  the 
maximum. 


16  Rail-way  Train  and 

When  separate  tracks  have  been  provided  for 
moving  trains  in  opposite  directions,  it  would 
seem  as  if  life  and  property  were  surrounded  with 
every  reasonable  safeguard  against  the  danger  to 
be  apprehended  from  colliding  trains,  but  it  is 
undoubtedly  true  that  disaster  perpetually  menaces 
trains  following  each  other  in  quick  succession 
even  at  moderate  rates  xof  speed.  While  the  re- 
sults to  be  apprehended  from  a  train  being  run 
into  from  the  rear  do  not  at  first  sight  seem  likely 
to  be  as  disastrous  as  they  would  be  from  trains 
colliding  while  moving  in  opposite  directions,  yet 
a  moment's  reflection  makes  it  apparent  that  the 
danger  to  life  is,  under  certain  circumstances, 
really  much  greater  in  the  former,  than  in  the 
latter  case.* 

THE    BLOCK    SYSTEM    DESCRIBED.f 

This  may  be  described  as  a  system  devised  to 
secure  the  expeditious  movement  of  trains  upon  a 
road  possessing  two  or  more  tracks,  without 
jeopardizing  life  or  property. 

Under  its  workings  the  track  of  a  road  is  cut  up 
into  short  sections  of  a  few  miles  in  length,  called 
blocks. 

Under  what  is  termed  the  "  absolute  "  block  sys- 

*  "  Any  one  who  has  examined  our  reports  of  train  accidents,  will 
have  observed  that  about  one -fifth  of  nil  those  reported  are  rear 
collisions  which  would  be  impossible  when  working  with  the  block 
system." — Railroad  Gazette. 

f  "  Block  working-  is  not  to  be  confounded  with  interlocking 
switches.  The  latter  system  is  one  by  means  of  which  all  the  signals 
and  switches  of  a  yard  or  junction  within  a  given  distance  are  worked 
from  one  point,  usually  an  elevated  tower.  The  means  of  working 
these  sig-nals  and  switches  are  placed  in  the  hands  of  one  or  two  men, 
and  the  mechanism  of  the  interlocking  insures  that  these  men  shall 
only  give  such  signals  and  switches  as  may  be  consistent  withsafetv." 
— Netvspaper  Account. 


Station  Service.  17 

tem,  not  more  than  one  train  is  allowed  upon  a 
block  at  the  same  time,  consequently  a  collision  is 
impossible  so  long  as  trains  remain  upon  the  track. 

The  "permissive"  system  allows  more  trains 
than  one  to  move  upon  a  block  at  the  same  time, 
under  certain  circumstances,  but  it  provides  specifi- 
cally for  notifying  each  train  that  enters  a  block, 
whether  such  block  is  unoccupied  or  not. 

When  a  train  passes  off  from  a  block,  it  is  noted 
by  the  operator,  and  the  fact  instantly  telegraphed 
to  the  signalman  at  the  opposite  end  of  the  section  ; 
the  track  then  becomes  free  for  the  use  of  any  fol- 
lowing train. 

Until  the  receipt  of  this  notice  no  train  is  per- 
mitted to.  enter  the  block,  under  the  "  absolute " 
system. 

Under  the  "  permissive  "  system,  certain  trains 
would  be  allowed  to  enter  after  having  been  noti- 
fied that  the  block  was  already  occupied. 

The  block  system  makes  provision  for  keeping 
the  officials  of  a  train  advised  when  the  track  is 
obstructed  by  preceding  trains  ;  the  danger  of 
trains  being  run  down  is  thus  rendered  practically 
impossible. 

The  system  is  highly  esteemed  abroad,  and  is 
growing  in  use  in  this  country. 

The  great  cost  of  the  appliances  necessary  to  the 
operation  of  the  block  system,  and  the  great  ex- 
pense attendant  upon  its  workings,  may  be  said  to 
practically  prohibit  its  general  introduction  for  the 
present.  The  wealthier  companies  will  in  time 
adopt  it,  and  it  will  be  introduced  upon  isolated 


18  Railway  Train  and 

sections  of  road  where  the  business  is  so  great  as  to 
endanger  the  safety  of  trains  operated  under  the 
ordinary  rules. 

The  system  may  be  said  to  be  indispensable 
where  the  business  of  a  company  is  such  as  to  re- 
quire that  trains  should  succeed  each  other  at  inter- 
vals of  only  a  few  minutes. 

It  is  relatively  of  miteh  greater  importance  to  a 
company  with  two  tracks  than  one  with  double 
that  number. 

The  danger  of  trains  running  into  each  other 
can  not  be  so  great  with  four  tracks  as  with  two, 
-for  the  reason  that  while  the  number  moving  in 
the  same  direction  upon  any  one  track  may  be  as 
great  upon  one  road  as  the  other,  still  Jhe  trains 
that  succeed  each  other  upon  one  line  will  all  be 
moving  at  a  comparatively  uniform  rate  of  speed, 
while  upon  the  other  they  will  vary  from  nine  to 
sixty  miles  per  hour. 

Besides  this,  while  it  is  not  improbable  that  the 
freight  traffic  of  a  road  may  increase  proportion- 
ately with  the  number  of  its  tracks,  still  the  number 
of  passenger  trains  required  is  not  likely  to  be 
similarly  affected  and  thus  the  tracks  alloted  to 
such  trains  are  comparatively  idle. 

There  is  no  doubt  but  that  the  uniform  rate  of 
speed  pursued  by  trains  following  each  other  upon 
a  four  track  road  affords  a  protection  impossible 
upon  roads  where  a  less  number  are  available,  but 
in  the  event  a  train  is  delayed  or  one  or  more  of 
its  cars  become  detached,  the  danger  is  just 
as  great  upon  a  four  track  road  as  upon  one  in 


Station  Service.  19 

which  only  two  are  employed,  supposing  the  busi- 
ness to  be  proportionately  the  same.  It  is  abso- 
lutely essential  under  such  circumstances  that  a 
following  train  should  be  warned  that  a  train  or 
portion  of  a  train  is  in  its  immediate  front. 

The  block  system  takes  cognizance  of  every  at- 
tending circumstance,  and  if,  under  its  workings,  a 
train  were  to  break  in  two,  and  the  forward  part 
continue  on  its  course  ignorant  of  the  fact,  the  loss 
would  be  observed  by  the  operator  and  the  block 
would  not  be  freely  opened  to  succeeding  trains 
until  the  facts  were  fully  investigated. 

The  block  system  is  perhaps  as  efficient  as  any- 
thing that  can  be  devised  to  secure  the  safety  of 
trains.  Many  frightful  disasters  have,  however, 
occurred  under  its  operation  in  England,  where  it 
has  attained  its  highest  efficiency.  These  accidents 
have,  as  a  rule,  been  the  result  of  inattention  or 
want  of  understanding  upon  the  part  of  those  hav- 
ing the  matter  in  charge.  Indeed,  the  operations 
of  railroads  in  England,  (where  the  methods 
devised  for  the  protection  of  trains  have  been 
elaborated  without  reference  to  cost),  teach  us  that 
no  system  that  has  ever  been  devised  or  that  can 
ever  be  devised  for  the  movement  of  trains  will 
prevent  the  occurrence  of  accidents,  unless  its 
execution  is  everywhere  and  at  all  times  attended 
by  the  highest  order  of  intelligence,  and  the  most 
unceasing  vigilance.  The  impossibility  of  secur- 
ing this  rare  and  happy  conjunction  of  talent  and 
integrity  in  every  instance,  is  the  occasion  of  the 


20  Railway  Train  and 

majority  of  the  grievous  disasters  that  attend   rail- 
way travel. 

As  already  stated,  the  principal  obstacle  to  the 
adoption  of  the  block  system,  as  used  in  England, 
upon  our  American  lines,  is  the  great  expense 
attending  its  introduction  and  operation.  Not  only 
does  it  require  an  immense  outlay  for  the  special 
telegraph  wires  and  apparatus,  and  the  numerous 
signals  and  signal  houses  necessary,  but  it  also 
requires  a  largely  increased  force  of  employes,  who 
are  practically  unavailable  for  any  other  service. 
This  fact  has  stimulated  many  ingenious  inventors 
to  endeavor  to  produce  an  automatic  block  system, 
whereby  notice  of  any  obstruction  to  the  track, 
whether  by  trains  or  otherwise,  should  be  instantly 
given  at  the  end  of  the  block  or  section,  by  setting 
the  signal  placed  at  that  point  at  "  danger."  This 
is  generally  sought  to  be  effected  by  means  of 
electricity,  though  pneumatic  pressure  and  other 
means  have  been  suggested.  Some  systems  use 
the  track  rail  itself  as  the  conductor  of  the  electric 
current;*  others  use  special  wires  connected  with 
signalling  instruments  actuated  by  the  passage  of 

*This  has  been  done  on  the  Boston  &  Albany  railroad  by  the  auto- 
matic electric  signal,  actuated  by  means  of  the  rail  circuit,  with  a 
closed  circuit  for  keeping  the  signal  at  safety.  The  peculiar  advantage 
of  this  block  signal  is  that  any  obstruction  on  the  track  or  derangement 
of  it,  such  as  a  broken  rail,  an  open  switch,  etc.,  will  put  the  signal  to 
"danger"  as  readily  as  will  a  train  of  cars.  Directly  a  train  enters 
one  of  these  block  sections  it  puts  a  protecting  signal  to  danger,  and 
the  signal  will  remain  in  that  position  so  long  as  any  portion  of  the 
cars  remain  on  the  section.  The  signals  have  an  overlap  of  1,000  feet, 
and  therefore  there  must  always  be  at  least  that  distance  between 
following  trains.  The  greater  the  density  of  the  traffic,  the  shorter  the 
block  sections  should  be  to  have  quick  movements.  Coming-  out  of  the 
yard  of  this  road  the  sections  are  about  one-quarter  mile  long,  and  in 
consequence,  a  very  large  number  of  trains  can  run  with  perfect  safety 
at  very  short  intervals,  as  the  engineers  always  know  that  if  they  see  a 
clear  signal  the  section  ahead  is  clear." — Boston  Herald. 


Station  Service.  21 

trains;  others  again  use  various  combinations  ot 
both  these  methods.  One  principle  generally 
recognized  in  all  these  systems,  and  absolutely 
essential  in  any  system  that  is  to  be  trusted  at  all, 
is  that  in  case  of  any  derangement  of  the  apparatus, 
the  signals  shall  automatically  assume  the  position 
of  danger.  Now  if  the  apparatus  be  so  compli- 
cated or  so  delicate  as  to  be  subject  to  frequent 
derangement,  and  thus  acquire  the  habit  of  giving 
the  danger  signal  when  in  fact  no  danger  exists, 
this  becomes  a  serious  fault  and  a  constant  menace 
that  at  some  time  the  signal  may  be  unheeded 
when  the  danger  actually  exists.  This  distrust  and 
the  natural  conservatism  of  railway  managers  has 
served  to  retard  the  general  adoption  of  any 
of  these  systems,  but  they  are  being  experimented 
with  upon  many  roads,  and  as  they  are  found 
efficient  and  reliable  they  will  be  introduced 
wherever  the  traffic  may  warrant  it.  It  is  quite 
doubtful,  however,  if  any  system  will  super- 
sede entirely  upon  American  roads  the  plan  of 
placing,  by  means  of  the  telegraph,  the  movements 
of  all  trains  upon  a  line  under  the  direct  and  im- 
mediate control  of  the  Superintendent,  or  his 
assistant,  the  Train  Dispatcher. 

OPERATION    OF    TRAINS    UPON    ENGLISH    ROADS 

THE     FORCE     EMPLOYED THE    COLLECTION  •  OF 

FARES. 

The  great  English  roads  are  all  operated  under 
the  block  system,  or  what  may  be  termed  a  modi- 
fication of  such  system.  Each  line  is  thickly  dot- 


22  Railway  Train  and 

ted  with  signal  houses  and  their  attendant  applian- 
ces. The  great  bulk  of  the  rules  and  regulations 
under  which  our  trains  are  operated  have,  there- 
fore, no  relevance  with  them. 

While  they  provide  schedules  as  we  do,  yet  the 
trains  are  constantly  guarded  and  protected  by  the 
multitude  of  signalmen  scattered  along  the  line. 

These  men  are  ubiquitous  ;  trains  move  or  re- 
main stationary  as  they  direct ;  they  approach  or 
remain  away  from  stations  at  their  beck  or  nod, 
and  when  a  train  has  reached  a  station  it  departs 
or  not  as  the  signals  indicate.  So  that  while  trains 
may  be  behind  time,  or  may  not  be  recognized  by 
the  schedule,  they  still  pursue  their  way  with  un- 
diminished  speed  so  long  as  the  signals  in  their 
front  indicate  the  track  to  be  cleai'.* 

The  trains  manipulated  under  the  eyes  of  the  sig- 
nalmen of  course  require  double  tracks  upon  which 
to  move. 

Upon  single  track  roads  in  Great  Britain  the 
great  utility  of  the  telegraph  in  connection  with 
the  movement  of  trains  is  practically  unknown, 
and  in  that  respect  our  system  of  management  is 
immeasurably  superior  to  theirs. 

The  duties  of  the  conductor  abroad  are  exceed- 
ingly diverse.  He  may  be  said  to  be  the  creature 
of  innumerable  circumstances.  Frequently  with- 
out an  assistant  on  board  the  train,  he  is  expected 
to  protect  it  and  its  occupants;  perform  the  duties 

*  A  very  full  description  of  the  workings  of  the  block  system  is 
embraced  in  a  succeeding  chapter.  This  description  is  taken  from 
the  rules  and  regulations  of  the  English  roads  operated  in  accordance 
with  the  Clearing  House  (uniform)  Standard. 


Station  Service.  23 

of  a  brakeman;  act  as  express-messenger,  bag- 
gage-master and  attendant.  Nominally  in  con- 
trol of  the  train  when  upon  the  line,  his  authority 
vanishes  upon  its  arrival  at  a  station.  He  assists 
passengers  in  entering  and  leaving  the  cars,  but 
their  fares  are  collected  by  another.* 

The  elaborate  force  which  mans  our  passenger 
trains  is  unknown  in  England.  There  the  force 
consists  of  a  guard  (conductor),  as  intimated 
above.  He  does  not  always  have  an  assistant. 

The  head  guard  has  charge  of  the  train,  and  its 
passengers,  baggage  and  express  matter. 

The  assistant  guard  has  a  box  in  one  of  the  cars 
or  vans;  he  signals  the  train  in  case  of  danger,  at- 
tends to  the  brake,  and  performs  such  other  duties 
as  he  may  be  able. 

In  lieu  of  these  men  we  usually  have  a  con- 
ductor, express-messenger,  baggage-man,  and  two 
brakemen.  Our  station  service  is,  however,  con- 
ducted with  a  much  less  force  than  theirs.  Their 
apparent  extravagance  in  this  respect  is  explained 
in  part  by  the  fact  that  the  rules  requiring  passen- 
gers to  purchase  tickets  before  entering  the  cars 
are  rigidlv  enforced  by  them.  The  outlay  is, 
therefore,  not  an  extravagance.  In  connection 
with  this  subject  of  passenger  fares  and  their  pay- 
ment, the  regulation  of  the  Austrian  roads,  con- 
tained elsewhere  herein,  that  permits  and  directs  the 

*  "  Should  a  jjuard  have  reason  to  suppose  any  person  is  without  a 
ticket,  or  not  in  the  right  carriage,  he  is  to  request  the  party  to  show 
him  his  ticket,  not  with  a  view  to  receive  it  from  him,  but  to  satisfy 
himself  that  every  passenger  has  a  proper  one.  He  is  under  no  cir- 
cumstances to  receive  money  on  account  of  the  company." — Regula- 
tions English  Roads. 


24  Railway  Train  and 

officials  of  a  company  to  impose  a  fine  upon  passen- 
gers who  neglect  to  purchase  tickets,  or  claim  that 
they  did  not  have  time  to  purchase  them,  is  in- 
teresting and  instructive.  The  laws  of  England 
governing  the  time  and  manner  of  paying  passen- 
ger fares  are  Also  exceedingly  strict.* 

THE     SCHEDULE     BY     WHICH      REGULAR     TRAINS 
ARE    OPERATED. 

An  economical  management  of  railway  property 
requires  that  the  printed  schedule,  in  accordance 
with  which  trains  are  operated,  should  provide 
only  for  the  minimum  number  required  to  do  the 
business  of  the  road.  The  schedule  specifies  the 
precise  minute  each  train  shall  start  upon  its  jour- 
ney, the  time  of  its  arrival  at  the  various  stations 
and  sidings,  and,  finally,  the  hour  it  shall  reach  its 
destination. 

A  glance  at  the  table  tells  us  where  trains  meet 
or  pass  each  other,  such  places  being  indicated  with 
startling  distinctness  by  great  fat  dropsical  looking 
figures  that  instantly  engage  the  eye,  and  arrest 
the  attention  of  the  most  superficial  observer: 
this  is  doubtless  why  they  are  used,  and  it  is  very 

*  "Under  the  provisions  of  the  acts  relating-  to  this  railway, 
any  person  who  shall  travel  or  attempt  to  travel  in  any  carriage  used 
on  the  railway,  without  having-  previously  paid  his  fare,  and  with  in- 
tent to  avoid  payment  thereof,  or  who,  having  paid  his  fare  for  a  cer- 
tain distance,  shall  knowingly  and  wilfully  proceed  in  any  such  car- 
riage beyond  such  distance  without  previously  paying  the  additional 
fare  for  the  additional  distance,  and  with  intent  to  avoid  payment 
thereof,  or  who  shall  knowingly  and  wilfully  refuse  or  neglect,  on 
arriving  at  the  point  to  which  Tie  has  paid  his  fare,  to  quit  such  car  - 
riage,  is  for  every  such  offense  liable  to  a  penalty  of  forty  shillings ,' 
and  any  person  committing  such  offense  may  be  lawfully  apprehended 
and  detained  by  the  company's  officers  and  servants  until  he  can  be 
conveniently  taken  before  some  justice." — G.  W.  R.  of  Eng.  The 
laws  of  England  protecting  other  companies  are  substantially  the 
same  as  the  above. 


Station  Service.  25 

likely  for  the  same  reasons  that  the  dropsical  or 
apoplectic  style  of  type  is  so  much  affected  in  rail- 
way literature.  The  trains  provided  for  in  the 
schedule  are  called  regular  trains.  Each  train  has 
its  number.  Trains  going  in  one  direction  bear 
odd  numbers,  while  those  moving  in  a  contrary 
direction  monopolize  the  even  numbers.  Thus  to 
know  the  number  of  a  train  is  to  know  its  direction. 
The  relative  importance  of  trains  is  indicated  by 
the  grade  given  them,  as  of  the  first,  second  or 
third  order.  The  number  of  grades  may  be  re- 
stricted or  indefinitely  expanded.  The  schedule 
fixes  the  grade  of  each  train.  The  life  of  a  sched- 
ule varies  from  a  day  to  six  months.  It  is  the 
creature  of  circumstances.  The  rules  and  regula- 
tions forming  a  part  of  the  schedule  accurately 
define  the  rights  possessed  by  each  grade;  some- 
times by  specific  trains.  Thus  the  passenger  trains 
northward  bound  are  only  required  to  wait  five 
minutes  at  meeting  points  in  the  event  trains  of 
the  same  grade  moving  in  an  opposite  direction 
are  delayed,  after  that  they  proceed  on  their  way, 
keeping  five  minutes  behind  their  schedule  time, 
until  the  belated  trains  are  met.  But  in  the  event 
a  north  bound  passenger  train  is  delayed,  the  train 
going  south  is  compelled  to  wait  thirty  minutes  at 
the  meeting  point  before  proceeding;  after  that  it 
resumes  its  journey,  keeping  however,  thirty  min- 
utes behind  its  time  until  it  meets  the  delayed  train. 
Trains  of  an  inferior  grade  are  required  to  keep 
out  of  the  way  of  those  of  a  superior  grade.  Thus 
if,  at  a  meeting  point  of  two  trains  of  dissimilar 
2 


26  Railway  Train  and 

grade,  the  train  of  superior  rank  is  late,  the  train  of 
inferior  grade  must  wait.* 

The  regular  trains  provided  for'  by  the  schedule 
are  supplemented  by  others  as  business,  or  the  exi- 
gencies of  the  service  require.  These  supplemen- 
tary trains  are  known  technicallv  as  extra  or  wild 
trains.  When  one  or  more  trains  follow  a  regular 
train  and  are  protected  (signaled  or  flagged)  by  it, 
then  they  possess  all  the  rights  of  such  regular 
train  ;  in  such  cases  they  are  termed  extra  trains. 

If,  however,  a  train  is  operated  under  special  in- 
structions, pursuing  its  way  from  point  to  point  as 
ordered,  without  reference  to  the  time  indicated  in 
the  schedule  for  the  movement  of  trains,  then  it  is 
called  a  wild  train.  The  wild  trains  in  motion 
upon  a  line  are  sometimes  greatly  in  excess  of  the 
number  of  regular  trains  provided  for  by  the 
schedule. 

When  the  business  of  a  road  necessitates  a  tem- 
porary increase  in  the  number  of  its  trains,  or  when 
delay  or  accident  overtakes  those  in  motion,  it  is 
then  that  the  telegraph  is  brought  into  use  for  the 
purpose  of  accelerating  their  movements. 

MOVEMENT  OF    TRAINS  BY    TELEGRAPHIC  ORDER. 

It  is  exceedingly  difficult,  if  not  impossible,  for  a 
great  numfTer  of  trains  of  varying  weight,  advanc- 
ing in  opposite  directions  upon  a  single  track  road, 
to  move  with  the  regularity  and  precision  neces- 

*  The  number  of  houis  a  train  must  be  behind  time  before  it  loses 
its  rig-lits  as  a  regular  train,  varies  with  different  roads  from  ei<jht  to 
twenty -four  hours.  After  a  certain  time  it  is  not  recognized,  and  can 
only  proceed  under  .special  orders,  or  in  company  with  some  other  train. 


Station  Service.  27 

sarv  to  enable  them  to  meet  and  pass  each  other 
daily  at  the  places  designated  in  the  schedule. 

Many  things  conspire  to  accelerate  or  retard  the 
progress  of  a  train,  such  as  the  number  and  weight 
of  its  cars,  the  quality  of  its  engine  and  the  skill 
of  its  driver,  the  state  of  the  track,  the  character 
of  the  grades,  the  direction  of  the  wind,  the 
density  of  the  atmosphere,  the  activity  of  the  sta- 
tion force,  and  the  efficiency  and  industry  of  the 
conductor  and  his  assistants.  All  these  affect  its 
movement.  The  train  that  moves  forward  with- 
out difficulty  at  the  rate  of  fifteen  miles  an  hour 
to-day,  will  barely  be  able  to  make  ten  to- 
morrow. 

In  moving  trains  by  telegraph,  all  irregularities 
and  inequalities  are  recognized  and  specifically  pro- 
vided for.  The  trains  are  advanced  from  point  to 
point  without  reference  to  the  schedule.  The 
train  that  is  running  at  the  average  rate  of  speed  is 
moved  ahead  until  the  slower  train  is  met,  their 
meeting  place  depending  altogether  upon  the 
exigencies  of  the  hour,  or  their  location  as  they 
approach  each  other.* 

When  regular  trains  are  moved  by  telegraph, 
thev  do  not  thereby  lose  the  rights  awarded  them 
by  the  schedule,  except  so  far  as  they  may  be 

*  "Tlit  Superintendent  arranges  the  schedule  by  which  trains  arc 
moved,  :md  when  accidents  occur,  or  business  can  he  expedited  there- 
in, tin.-  time  table  is  superseded  by  the  telegraph.  To  the-  discharge  of 
1his  delicate  duty  he  brings  a  clear  head,  attentive  memory,  and  a  per- 
fect knowledge  of  the  geography  of  his  road,  including  the  extent  or  its 
grades,  the  location  of  its  telegraph  offices,  and  the  capacity  of  its  sid- 
111^-;;  the  character,  number  and  exact  position  of  the  trains  in  motion 
have  accurately  to  be  kept  in  mind,  the  quality  of  the  engines  hauling 
them,  the  state  of  the  weather,  the  direction  of  the  wind,  and  the 
peculiar  capacity  of  the  engineiucn  and  conductors  engaged." — 
Kirl;»nn>'.<  Railwty  Revenue, pp. 34, 3$, 


28  Rail-way  Train  and 

specially  affected  by  the  orders  they  receive.  The 
moment  a  special  order  is  fulfilled,  or  ceases  to 
operate,  the  train  it  affects  resumes  the  fixed  rights 
it  possesses  as  specified  in  the  schedule;  if  a 
regular  train,  it  conforms  to  that  instrument;  if  a 
wild  train,  it  awaits  further  instructions  before 
proceeding,  or  seeks  the  protection  of  a  regular 
train. 

Special  orders  are  rarely  if  ever  issued  that  affect 
passenger  trains,  except  when  they  are  behind 
time,  in  which  case  the  telegraph  is  brought  into 
requisition  for  the  purpose  of  expediting  their 
movements,  and  at  the  same  time  keeping  other 
trains  in  motion.  With  this  exception,  the  orders 
issued  may  be  said  to  relate  exclusively  to  trains  of 
inferior  grade. 

When  there  are  a  great  number  of  freight  trains 
in  motion,  in  excess  of  those  provided  for  by  the 
schedule,  or  when  they  are  for  any  reason  delayed, 
they  are  moved  by  special  order,  without  much,  if 
any,  reference  to  the  time  table.  In  a  central  office 
the  dispatcher  watches  the  movements  of  trains 
and  notes  their  wants.  His  is  the  master-spirit, 
and  the  various  officials  employed  upon  the  road 
come  and  go  as  he  directs  without  question  or 
remonstrance.  Like  the  pieces  on  a  gigantic 
chessboard,  the  trains  move  in  harmony  with  his 
will  and  are  ultimately  brought  safely  to  their  sev- 
eral destinations  by  him.  He  constructs  in  his  mind's 
eye  a  schedule  adapted  to  the  exigencies  of  each 
occasion.  The  requirements  of  this  creation  of  his 
mind  are  known  only  to  him.  He  executes  it  with 


Station  Service.  29 

clearness,  expedition  and  safety.*  Of  course  there 
are  degrees  of  excellence  in  this  field  as  in  every 
other.  The  mind  of  one  dispatcher  will  be  clear, 
quick  to  apprehend  and  execute,  the  mind  of  an- 
other will  be  slow,  heavy-witted,  fatty.  The  move- 
ment of  trains  by  telegraphic  orders  on  a  single  track 
road  requires  an  excellent  memory  and  the  exercise 
of  the  nicest  judgment  at  all  times  ;  where  more 
than  one  track  is  employed  the  problems  are  great- 
ly simplified,  just  as  we  have  shown  it  to  be  less 
difficult  to  frame  a  schedule  for  roads  possessing 
more  than  one  track  than  it  is  where  only  one 
track  is  available. 

The  capacitv  of  a  single  track  road  may  be  in- 
crc-ast-d  fully  one  hundred  per .  centum,  perhaps 
more,  by  a  skillful  use  of  the  telegraph  in  connection 
with  the  movement  of  trains. 

The  statement  appended  heretof  of  the  perform- 

*  "  In  the  movement  of  trains  much  depends  on  the  train-dispatcher, 
who  fills  a  most  responsible  and  laborious  position.  The  latter-day 
train-dispatcher  sits  at  headquarters,  and,  with  the  aid  of  a  curious 
chart,  is  enabled  to  see  at  a  glance  the  exact  whereabouts  of  every 
train  on  the  road  at  any  minute  of  the  day.  He  has  the  entire  line 
before  him  in  miniature.  Dots  and  pegs  of  different  si/.c  and  shape  in- 
dicate the  different  trains  in  motion  at  the  same  time,  and  from  the 
chart  and  an  elaborate  time-card  the  train-dispatcher  is  enabled  to 
direct  operations  by  telegraph  with  as  much  intelligence  and  absolute 
knowledge  as  he  could  possibly  have  were  he  ubiquitous,  and  able  to 
give  oral  commands  in  a  hundred  different  places  at  the  same  time. 
The  train-dispatcher  is  supposed  to  know,  and  does  knew,  the  size  of 
each  train,  freight  and  passenger,  on  his  division,  the  speed  and  power 
of  each  engine,  the  grade  of  every  mile  of  the  road,  and  where  time  can 
be  made  up  to  the  best  advantage  when  trains  are  delayed." — .V>7:-.«.-- 
puper  Account. 

f     Total     number     passenger     trains    west    hound,    50 

"  "  "         east        "         56 

freight  "         west        "        308 

"  "         east        "       301 

721 

Freight  cars  in  west  bound  train.-.  7.7°' 

Freight  cars  in  east  bound  trains,  7-27^ 

'4.9M 

Average  number  of  cars  per  tram, H-59 

trains  per  dav  of  t\vnt\  -four  hours,  5'-So 


30  Railway  Train  and 

ance  of  trains  for  fourteen  consecutive  days  upon  a 
single  track  road,  108  miles  in  length,  with  the 
usual  station  facilities  and  sidings,  represents  the 
perfection  that  has  been  attained  in  this  important 
branch  of,  railway  service.  The  bulk  of  these  trains 
were  moved  by  the  dispatcher  through  the  medi- 
um of  the  telegraph  ;  no  accident  or  mishap  of  any 
kind  attended  their  manipulation.  The  results  indi- 
cate, of  course,  an  alert  and  able  dispatcher,  and 
an  efficient  organization  subordinate  to  him,  but 
above  all,  they  demonstrate  the  possibilities  of  a 
single"  track  line  when  operated  under  favorable 
auspices. 

THE    PROTECTION    OF    TRAINS. 

A  glance  at  the  rules  and  regulations,  including 
the  signals  governing  the  movements  of  trains, 
will  convince  the  most  skeptical  of  the  careful  fore- 
thought, the  boundless  provision  made  to  ensure 
safety  of  life  and  property.  Wherever  clanger  is 
to  be  apprehended,  there  signals  are  placed  to 
convey  to  the  fai-off  train  assurances  of  safety,  or 
warn  it  of  impending  disaster.  At  night  the  lights 
of  different  colors  that  flash  forth  from  the  dark- 
ness as  the  train  advances,  guide  the  engine- 
man,  just  as  the  light-house  on  a  dangerous 
coast  serves  as  a  guide  and  protection  to  the  pass- 
ing vessels.  The  daylight,  however,  affords  the 
greatest  latitude  for  arranging  and  displaying 

Average   number  of  minutes   between    trains  ;it    any    point.  28 

"        distance   run  by  trains,  •  •  9f-/o 

"        number  of  miles  per  hour,  '"-SO 

A  still  greater  traffic  could  have  been  accommodated  had  the  business 

of  the  line  necessitated  it. 


Station  Service.  31 

signals,  and  thus  flags  of  varying  color,  strange 
symbols  and  quaint  devices  meet  the  gaze  on  every 
hand ;  these  serve  to  stay  the  progress  of  the  ad- 
vancing train,  or  cheer  it  on  its  course. 

The  irregular,  or  working  trains  of  a  company, 
such  as  gravel,  dirt,  stone,  and  wood  trains,  con- 
stitute one  of  the  greatest  elements  of  danger. 
This  is  especially  so  upon  comparatively  new 
lines.  The  duties  performed  by  these  trains  com- 
pel them  to  visit  every  part  of  the  yard  at  infre- 
quent and  indefinite  periods,  not  hastening,  like 
other  trains  from  station  to  station,  but  proceeding 
leisurelv,  stopping  here  and  there  upon  the  main 
track,  as  occasion  requires,  to  load  or  unload. 
While  those  in  charge  of  such  trains  are  able,  if 
discreet  and  watchful,  to  keep  out  of  the  way  of 
trains  operated  in  accordance  with  the  schedule, 
thev  are  unavoidably  kept  in  ignorance  many 
times  of  the  number  and  location  of  wild  trains  in 
their  vicinity,  and  thus  those  in  charge  of  the 
latter  are  compelled  to  exercise  the  utmost  vigilance 
to  protect  themselves  from  possible  disaster. 
Those  in  charge  of  working  trains  are,  as  a  rule, 
required  to  keep  signalmen  at  least  half  a  mile  in 
each  direction  when  the  train  is  employed  upon 
the  main  track,  and  when  in  motion  they  are,  or 
ought  to  be,  for  obvious  reasons,  required  to  move 
at  an  exceedingly  slow  rate  of  speed,  except  when 
the  view  of  the  track  is  unobstructed  for  a  long 
distance  in  advance. 

Where  trains  move  uniformly  in  one  direction 
upon  a  track,  the  precautions  necessarv  to  protect 


32  Rail-way  Train  and 

them,  in  the  event  the  road  is  obstructed  from  any 
cause,  are  very  materially  simplified,  it  being  only 
necessary  to  guard  the  approaches  from  one  direc- 
tion. This  is  a  matter  of  much  greater  importance 
than  is  apparent  at  first  sight.  The  obstructions  to 
the  track  from  delayed  trains,  from  the  replacing 
of  rails,  the  repairs  of  bridges  and  culverts,  and 
other  changes  and  improvements,  are  of  constant 
recurrence  upon  every  line.  These  obstructions, 
that  invite  the  destruction  of  advancing  trains, 
must  be  carefully  guarded  by  sentries  placed  far 
away  in  each  direction,  where  only  a  single  track 
is  employed;  but  where  two  tracks  are  in  use,  sig- 
nalmen are  only  necessary  in  one  direction,  and 
thus  not  only  the  expense  is  lessened,  but  a  great, 
ever-present,  possible  danger  is  averted.  For  it 
must  not  be  forgotten  that  while  it  is  possible  to 
surround  every  contingency  or  incident  of  railway 
experience  that  may  be  said  to  be  subject  to  the 
government  of  man  with  such  carefully  devised 
directions  for  the  guidance  of  employes  as  to  defi- 
nitely insure  the  safety  of  trains,  in  the  event  the 
directions  are  faithfully  observed,  still  no  provi- 
sion, no  forethought  upon  the  part  of  managers 
can  avert  the  consequences  of  the  indifference,  the 
gross  stupidity,  or  utter  recklessness  that  must 
sometimes  be  expected  where  so  many  men  are 
employed.  To  obviate  this  ever-present  clanger 
in  the  management  of  trains,  every  requirement 
that  is  contingent  upon  the  intelligence  or  watch- 
fulness of  employes  should  be  restricted  as  much 
as  possible. 


CHAPTER  II. 

Individuality  of  Railroad  Companies — -Dissimilarity  of  the 
Signals  in  use  upon  Different  Roads— The  Danger 
that  such  Dissimilarity  renders  Possible — Want  of 
Uniformity  in  the  Rules  and  Regulations  Governing 
Different  Roads — Intelligent  Discrimination  exercised 
by  Trainmen — The  Conservatism  of  Trainmen — The 
Regulations  of  Roads  partake  of  the  Character  of  the 
Men  Introducing  them — Some  of  the  Differences 
Observable  in  the  Rules  and  Regulations  of  Different 
Roads — No  Uniformity  in  the  Telegraph  Department 
— Lack  of  Completeness  and  Thoroughness  in  fram- 
ing the  Rules  and  Regulations — The  Wonderful 
Phraseology  of  Trainmen — Phraseology  peculiar  to 
English  Roads. 

The  individuality  that  characterizes  the  organi- 
zation of  railroads  finds  many  curious  illustrations, 
but  none  more  curious  perhaps  than  the  diversity 
that  exists  in  the  signals  employed  by  them  in 
connection  with  the  movements  of  trains. 

Now  under  all  ordinary  circumstances  nothing 
is  more  to  be  commended  in  a  railway  company, 
perhaps,  than  strong,  well-defined  individuality. 
Individuality  means  advancement,  better  facilities, 
a  higher  ideal,  and  the  company  that  does  not 
possess  it  soon  loses  its  progressive  characteristics, 
becoming  instead  an  absorbent  simply,  a  drone. 
But  when  this  individuality  is  carried  to  the  extent 
33 


34  Railway  Train  and 

of  enforcing  a  different  set  of  train  rule*  upon 
every  line  that  may  have  a  distinct  management, 
then  the  skeptical  and  uninformed  traveler  begins 
to  doubt  its  expediency  or  wisdom. 

It  is  undoubtedly  true  that  the  safety  of  the  lives 
of  passengers  and  others  depends  at  times  upon  the 
intelligence  with  which  signals  are  manipulated. 
Emergencies  are  not  of  rare  occurrence  where  the 
employment  of  the  right  signal  at  the  right 
moment,  and  the  instantaneous  interpretation  of  its 
true  significance  by  the  approaching  train,  has 
saved  the  lives  of  many  people,  and  prevented  the 
destruction  of  valuable  property.  Hence,  it  is  ap- 
parent that  the  signals  in  use  should  be  stripped  of 
all  unnecessary  ambiguity,  and  reduced  in  number 
as  far  as  is  possibly  consistent  with  the  clear 
understanding  of  what  is  required  under  every 
emergency. 

A  correct  understanding  of  the  subject  requires 
hat  we  should  remember  that  the  men  employed 
about  our  trains  are  not  wedded  to  the  service  or 
customs  of  a  particular  line.  They  are  cosmopol- 
itan. The  force  employed  upon  a  railroad  is  con- 
stantly changing;  these  changes  are  accelerated  or 
retarded  by  various  causes.  A  great  increase  in 
the  business  of  a  company,  a  strike  among  its  em- 
ployes, political  disturbances  along  its  line,  some- 
times render  it  necessary  for  a  company  to  put  un- 
tried men  upon  its  engines  and  entrust  its  trains  to 
strange  conductors.  These  new  men  may  under- 
stand generally  the  practical  duties  of  their  several 
places,  but  they  will  not  be  acquainted  with  the 


Station  Service.  35 

peculiar  signals  and  rules  of  their  new  employer. 
It  is  not  unlikely  that  they  have  at  various  periods 
of  their  lives  served  upon  many  different  lines. 
This  varied  service  has  familiarized  them  with  the 
use  of  many  different  systems  and  signals,  and 
herein  lies  the  danger. 

This  confusion  of  knowledge  may  portend  many 
things.  To  the  reflective  mind  it  never  ceases  to 
be  a  subject  of  prolific  interest  and  speculation. 
This  diversity  of  knowledge  upon  a  subject  re- 
quiring nothing  but  definiteness,  singleness  of  pur- 
pose, arbitrary  precision,  possesses  a  sinister  mean- 
ing— seems  to  be  pregnant  with  disaster  as  certain 
as  the  coming  day. 

A  mere  looker-on  perhaps  overestimates  the 
importance  of  the  signals  that  meet  his  eye  in 
every  direction  as  he  is  whirled  through  town  and 
village  at  dead  of  night.  He  has,  perhaps,  in  his 
time,  passed  through  some  great  accident,  and  its 
horrors  have  made  him  timid.  Such  people  are 
very  observing. 

He  has  remarked  that  upon  the  Great  Northern 
Road  a  green  light  is  a  signal  of  caution  only,  a 
signal  to  trains  to  moderate  their  speed ;  it  does  not 
tell  them  to  halt.  But  upon  the  Great  Trans-Con- 
tinental Line  across  the  way,  green  is  a  signal  of 
danger;  its  warning  is  imperative,  absolute;  it  says, 
Stop  that  train !  not  at  some  indefinite  point  be- 
yond, but  there;  there  where  the  lamp  burns;  not 
a  foot  further — death  lies  beyond. 

But  suppose  the  engine-driver  has  but  recently 
come  into  the  employ  of  the  Great  Trans-Conti- 


86  Railway  Train  and 

nental  Company  after  many  years  of  faithful 
service  with  the  Great  Northern  Line;  enginemen 
are  always  making  changes  of  this  description;  a 
skillful  mechanic  and  noted  for  his  watchfulness 
and  fidelity  to  duty,  he  is  a  valuable  acquisition  to 
the  road  and,  after  a  month  or  so,  he  is  put  upon 
the  night  express.  This  train  is  heavily  loaded;  it 
makes  no  stops,  and  keeps  pace  with  the  flying 
clouds.  As  it  plunges  forward  through  the  dark- 
ness the  engineer  observes  everything,  and  as  he 
rounds  a  sharp  curve  a  green  light,  shining  upon 
the  track  before  him,  meets  his  gaze;  he  has  seen 
it  under  similar  circumstances  many  times  before; 
its  reflection  gladdens  his  heart  like  the  face  of  an 
old  friend;  it  relieves  the  monotony  of  the  dark 
night;  he  approaches  it  cautiously;  such  has  been 
his  custom.  The  green  lamp  is  to  him  like  the 
warning  of  a  comrade  when  a  glass  more  might 
take  him  off  his  feet;  it  is  a  good-natured  nod  to 
go  slow;  it  is  not  imperative.  As  the  train  rolls 
by  he  leans  lazily  out  of  his  window,  but  the 
signalman,  wild  with  rage  and  fright,  hurls  the 
lamp  full  at  the  cab,  and  it  is  smashed  into  a 
thousand  pieces.  In  an  instant  the  truth  flashes 
upon  the  driver;  upon  this  line  green  is  a  signal  of 
danger;  a  chill  of  horror  seizes  him;  he  is  running 
at  the  rate  of  fifteen  miles  an  hour;  he  reverses  his 
engine,  the  whistle  sounds,  the  brakes  are  screwed 
down,  the  drivers  whirl  in  reverse  circles  with  the 
velocity  of  light,  the  engine  sways  and  trembles 
with  the  tremendous  strain  put  upon  it,  but  it  is  too 
late,  and  there  far  away  in  the  country,  in  the 


Station  Service.  37 

peaceful  stillness  of  night,  the  great  black  engine, 
its  brave  driver  and  long  line  of  cars  rilled  with 
sleeping  passengers,  plunge  into  the  yawning  gulf 
that  envelopes  them  all  in  a  common  ruin. 

This  is  what  a  diversity  of  signals  means  to  the 
tired  and  nervous  traveler. 

How  far  are  his  fears  justifiable? 

Could  the  case  we  have  supposed  actually 
occur? 

Probably  not. 

Yet  it  is  true  that  the  signal  that  correctly  inter- 
preted says  to  the  engine-driver,  "all  right;  go 
ahead;  the  track  is  clear ;"  may,  and  undoubtedly 
does,  mean  something  entirely  different  upon  a 
neighboring  line. 

Accidents  occur  upon  our  railways  that  are  inex- 
plicable. 

The  occasion  of  them  is  enveloped  in  mystery. 

The  religious  attribute  them  to  God. 

Are  any  of  these  disasters  brought  about  by  an 
inproper  understanding  of  the  meaning  of  particu- 
lar signals,  or  by  employes  getting  the  rules  and 
regulations  of  different  companies  confounded? 
Who  can  tell  ? 

An  investigation  of  the  subject  of  train  regula- 
tions elicits  many  curious  things.  Upon  one  line 
the  carrying  of  two  green  lights  in  front  of  an  en- 
gine is  a  notice  to  the  trains  it  meets  that  the  track 
is  clear;  no  trains  are  following;  go  ahead.  Upon 
another  line  two  green  lights  carried  upon  an  en- 
gine indicates  that  a  train  is  following  and  that  all 
other  trains  must  keep  out  of  the  way.  These 


38  Rail-way  Train  and 

signals  mean  two  directly  opposite  things,  and  a 
conductor  or  engineer,  acting  upon  the  signals  of 
the  first  mentioned  company  while  in  the  employ 
of  the  second,  would  inevitably  bring  his  train  into 
collision  with  another,  if  no  fortuitous  circum- 
stances intervened  to  prevent  it. 

The  lamp  raised  and  lowered  upon  one  road 
says  back  up;  upon  a  parallel  line,  not  ten  feet 
away,  it  may,  and  very  likely  does,  mean,  go 
ahead.  Differences  like  these  are  pregnant  with 
danger. 

WANT  OF  UNIFORMITY  IN  THE  RULES  AND  REGU- 
LATIONS GOVERNING  DIFFERENT  ROADS. 

It  would  naturally  be  supposed  that  where  a 
track  was  used  in  common  by  two  companies,  that 
their  system  of  signals,  and  their  rules  and  regula- 
tions, would  be  identical,  not  only  upon  the  track 
that  was  jointly  occupied,  but  over  all  of  their 
lines  as  well.  To  a  superficial  observer  the  dan- 
ger of  getting  the  two  confounded  would  seem  to 
be  so  great  that  their  unification  would  follow  as  a 
matter  of  course.  But  it  does  not.  It  is  impossi- 
ble to  tell  why.  It  may  not  be  necessary.  We 
will  believe  that  it  is  not. 

But  a  single  section  of  track  can  not  safely  be 
operated  under  conflicting  rules,  and  when  it  is 
used  by  two  companies  one  of  them  must  neces- 
sarily give  wav.  Obviously  the  company  to  give 
way  will  not  be  the  proprietors  of  the  track. 
Accordingly  the  other  company  will  direct  its  em- 
ployes to  observe  the  rules  of  the  proprietors  of 


Station  Service.  39 

the  joint  track  when  passing  over  any  portion  of 
such  track.  These  employes  must,  therefore,  at  a 
particular  place,  be  it  day  or  night,  lay  aside  the 
rules  and  regulations  that  they  are  familiar  with 
by  study  and  practical  use,  and  adopt  in  their  stead 
other  rules  dissimilar  in  form  and  application.  It 
would  seem  as  if  it  could  not  be  otherwise  than 
hazardous  to  make  this  abrupt  substitution  of  rules 
under  Avhich  trains  arc-  operated  day  after  day,  and 
year  after  year.  But  we  must  believe  that  it  is 
not,  for  there  are  instances  where  a  joint  track  has 
been  operated  for  a  series  of  years  under  the  very 
circumstances  we  have  mentioned. 

IX TKI.I.IGENT    DISCRIMINATION    KXERCISED    BY 
TRAINMEN. 

It  is  observable  in  the  practical  application  of 
the  svstem  under  which  trains  are  operated,  that 
the  employes  connected  with  the  train  service  do 
not  always  attach  the  significance  to  specific- 
signals  or  rules  that  would  naturally  be  supposed. 
Especially  is  this  so  in  reference  to  use  of  signals. 
Their  acquaintance  with  the  every-day  working  of 
trains  teaches  them  that  allowance  must  always  be 
made  for  the  ignorance,  stupidity  or  thoughtless- 
ness of  employes,  and  they  strive  constantly  to 
protect  themselves  and  the  passengers  and  prop- 
erty entrusted  to  their  care  from  the  fatal  effects 
that  would  oftentimes  follow  a  blind  obedience  to 
the  orders  given  them  bv  the  class  of  men  we  have 
enumerated. 

And  so  it  is  in  reference  to  special  orders.     The 


40  Raihvay  7  rain  and 

engineer  of  an  irregular  train  that  is  running  under 
special  telegraphic  instructions  at  the  rate  of  sixty 
miles  an  hour,  can  not  depend  implicitly  upon  the 
accuracy  of  the  reports  he  receives  in  reference  to 
the  location  and  intention  of  other  trains.  Doubtless 
the  information  imparted  to  him  is  perfectly  accu- 
rate and  trustworthy.  He  ventures  no  comments. 
His  orders  are  to  proceed.  He  has  been  trained  to 
obey.  Outwardly,  he  is  unconcerned,  but  in- 
wardly he  is  filled  with  apprehension,  and  as  he 
proceeds  on  his  course,  he  scrutinizes  the  track 
with  an  intensity  and  a  sagacity  that  never  wearies. 
The  anxiety  upon  the  part  of  the  engineer  is  no 
occasioned  by  fear  for  his  personal  safety,  though 
that  doubtless  has  its  influence,  but  it  is  the  knowl- 
edge, born  of  observation  and  experience,  that 
blind  adherence  to  orders,  no  matter  what  the  cir- 
cumstances or  from  whom  emanating,  may  not 
only  cost  him  his  life,  but  may  involve  the  lives  of 
many  others;  the  lives  of  people  believing  in  him, 
and  trusting  him,  and  as  unconscious  of  danger  as 
they  are  helpless  to  avoid  it.  Under  many  circum- 
stances the  watchfulness  of  the  engineer  is  of  no 
practical  avail,  a  sharp  curve  may  bring  him  face 
to  face  with  an  advancing  train,  an  open  switch  or 
a  track  torn  up  for  repairs.  Some  rule  upon  which 
his  safety  depends  is  disregarded.  The  train  that 
should  wait  proceeds  on  its  way  confident  of  mak- 
ing the  succeeding  station ;  the  night  is  foggy,  a 
high  wind  blows,  the  track  is  slippery,  the  engine 
will  not  make  steam,  its  time  is  up.  Still  it  ad- 
vances, when  from  out  the  gloom  there  emerges 


Station  Service.  41 

in  its  immediate  front  the  light  of  an  approaching 
locomotive;  the  whistles  simultaneously  shriek  the 
alarm,  there  is  a  moment's  suspense,  when  high 
above  the  roar  of  the  winds,  and  the  noise  of  rush- 
ing steam,  is  heard  the  crash  of  the  opposing 
trains. 

THE    CONSERVATISM    OF    TRAINMEN. 

That  disasters  of  this  character  are  of  rare  oc- 
currence is  attributable  to  the  intelligence  and 
watchfulness  of  the  men  in  charge  of  our  trains. 
A  disregard  of  the  established  rules  under  which 
trains  are  manipulated,  not  only  costs  the  offender 
his  place,  but  it  may  involve  many  innocent  lives. 
This  tremendous  responsibility  can  not  be  evaded, 
and  so  there  grows  up  in  the  mind  of  the  engineer 
and  conductor  an  intense  conservatism.  Subordi- 
nate employes  participate  in  this  feeling,  and  so  we 
find  everywhere  we  go  a  disposition,  upon  the  part 
of  trainmen,  to  comply  with  the  literal  require- 
ments of  each  and  every  order  or  rule,  and  in  cases 
of  doubt  nothing  is  risked,  everything  is  sacrificed 
that  absolute  safety  may  be  ensured;  and  it  is  to 
this  conservatism,  this  loyal  adherence  to  estab- 
lished rules,  that  the  railway  traveler  is  indebted 
for  his  safety. 

THE  REGULATIONS  PARTAKE  OF  THE  CHARACTER 
OF  THE   MEN  INTRODUCING  THEM. 

As  we  advance  in  our  inquiries  into  the  rules 
governing  the  department  of  transportation  upon 
different  roads,  we  are  more  and  more  surprised  at 
3 


42  Rail-way  Train  and 

the  differences  that  exist.  Many  of  the  differences 
are  material,  Others,  again,  are  differences  of 
form,  only.  In  many  cases  we  can  trace  in  the 
regulations  of  a  road  the  peculiar  traits  of  character 
possessed  by  those  instrumental  in  perfecting  them. 
The  rules  of  one  company  will  be  extremely 
exacting;  another  company  will  trust  more  to  the 
discretion  of  its  operatives.  Much  can  be  said  in 
favor  of  each  system.  Under  one  system  em- 
ployes act  automatically ;  under  the  other  they  act 
more  zealously,  perhaps,  but  with  less  effective- 
ness. The  first  named  system  is  without  doubt 
best  for  the  company,  the  last  named  is  more 
advantageous  to  the  men.  Generally  speaking, 
one  system  breeds  dependents,  the  other  engenders 
men. 

SOME  OF  THE  DIFFERENCES  OBSERVABLE   IN    THE 

RULES    AND    REGULATIONS    OF    DIFFERENT 

ROADS. 

But  let  us  notice  further  some  of  the  differences 
that  exist  in  the  regulations  of  different  railroads. 
And  first  we  remark  that  upon  one  line  the  trains 
going  south  possess  certain  privileges  over  trains 
going  north;  that  is  to  say,  they  are  entitled  to  the 
road  for  a  certain  specified  number  of  minutes  over 
and  above  the  time  allotted  them  in  the  time-table, 
and  connecting  trains  are  required  to  keep  out  of 
their  way.  Upon  a  neighboring  road  the  trains 
going  north  will  be  the  ones  that  are  favored.  It 
does  not  require  a  vivid  imagination  to  picture  the 
consequences  of  any  mistake  as  to  the  rights 


Station  Service.  43 

possessed  by  a  particular  train,  but  as  a  mistake  in 
this  respect  must  involve  a  misapprehension  of  the 
facts  upon  the  part  of  both  the  engineer  and 
conductor,  it  may  be  said  to  be  improbable  if  not 
impossible. 

The  direction  in  which  the  greatest  average 
number  of  people  travel  varies  in  different  sections. 
In  one  section  it  will  run  to  the  north,  elsewhere 
the  stream  will  be  southward.  The  discrimination 
we  have  mentioned  is  usually  in  favor  of  that  cur- 
rent of  travel  that  it  is  most  important  the  railway 
company  should  favor.  The  granting  of  certain 
privileges  to  a  train  moving  in  one  direction,  not 
granted  to  trains  moving  in  an  opposite  direction, 
is,  therefore,  not  the  result  of  chance  or  caprice, 
but  the  exercise  of  a  shrewd  discretion. 

In  pursuing  our  investigations,  we  find  constant 
evidence  of  the  exercise  of  this  discretion.  One 
company  will  insist  upon  its  gravel  and  other 
working  trains  keeping  ten  minutes  or  more  out  of 
the  way  of  all  freight  trains,  that  is  to  say,  they 
must  be  clear  of  the  main  track  at  least  ten  min- 
utes before  a  freight  train  is  due.  These  working 
trains  employ  hundreds  of  men,  and  in  the  event 
the  freight  train  is  delayed,  or  whether  it  is  or  not, 
the  loss  of  money  to  the  company  through  the  en- 
forced idleness  of  its  men  must,  in  the  course  of  a 
year,  amount  to  a  large  sum.  A  neighboring 
company,  keeping  this  fact  in  mind,  will  give  its 
gravel  trains  permfssion  to  continue  at  work  (keep- 
ing out  the  required  signals)  until  the  approaching 
freight  train  is  in  sight,  when  the  working  train 


44  Rail-way  Train  and 

must  hasten  to  get  out  of  its  way.  Under  this 
rule  no  time  is  lost  unnecessarily  by  the  employes 
of  the  company,  and  under  its  practical  working  it 
may  be  entirely  safe,  though  examined  theoretical- 
ly it  would  seem  as  if  the  order  requiring  working 
trains  to  keep  at  least  ten  minutes  out  of  the  way 
can  not  but  be  safer  than  the  rule  permitting  them 
to  continue  at  work,  no  matter  what  careful  pro- 
vision may  be  made  for  watching  the  approaches 
to  such  trains. 

The  margin  of  time  allowed  trains  of  a  superior 
class,  which  time  must  never,  under  any  circum- 
stances, be  used  by  those  of  an  inferior  order,  is  not 
the  same  upon  different  roads.  One  company  will 
require  its  freight  trains  to  be  upon  a  siding  twenty 
minutes  in  advance  of  the  time  a  train  of  superior 
grade  is  due.  Upon  another  line  fifteen  minutes 
will  be  allowed.  Upon  still  another  road  ten  min- 
utes is  considered  sufficient.  The  object  of  each 
management  is,  of  course,  to  strike  a  happy  mean. 
The  safety  of  trains,  and  especially  those  of  a  high 
grade,  is  always  of  paramount  consideration,  but  a 
due  regai'd  for  their  safety  is  not  necessarily  incon- 
sistent with  an  active,  expeditious  discharge  of 
business,  and  if  a  margin  of  ten  minutes  is  consid- 
ered sufficient  by  the  management,  and  has  been 
proven  to  be  so  by  years  of  experience,  then  to  al- 
low a  longer  time  would  be  an  unnecessary  delay 
of  the  traffic  of  the  line,  and  an  extravagance  upon 
the  part  of  the  company's  representatives. 

An  effort  upon  the  part  of  railway  managers  to 
make  the  most  of  every  circumstance  is  apparent 


Station  Service.  45 

in  many  ways.  That  these  efforts  at  economy  are 
oftentimes  illy  directed  and  unfortunate  in  their 
results  is  made  apparent  from  time  to  time,  and 
these  failures  teach  us  to  remain  silent  when  we 
would  otherwise  be  disposed  to  criticise  what 
seems  like  a  want  of  thrift,  an  improvident  use  of 
the  resources  of  the  road.  One  company  will  re- 
quire its  detached  engines,  when  passing  over  the 
line,  to  precede,  in  all  cases,  the  regular  trains. 
Another  company,  with  a  careful  eye  to  the  saving 
of  a  few  cents,  will  require  that  when  such 
engines  accompany  freight  trains  they  must  follow 
rather  than  precede,  the  object  of  the  latter  rule 
being  in  many  cases,  to  make  the  detached  loco- 
motive assist  the  engine  attached  to  the  train  in  the 
event  assistance  is  required.  The  danger  to  the 
train  and  its  operatives  is  apparently  much  greater 
from  an  engine  following,  than  from  an  engine 
preceding  it,  but  the  opportunity  of  using  the  de- 
tached locomotive,  as  occasion  requires,  is  thought 
to  more  than  compensate  for  the  risk  that  is  run. 
Whether  it  does  or  not  no  one  can  definitely  de- 
termine. 

Of  the  many  differences  that  attract  our  atten- 
tion, not  the  least  surprising  is  that  which  exists  in 
reference  to  the  manner  of  conducting  business 
upon  dpuble  track  roads.  While  it  seems  perfectly 
apparent  to  us  that  vehicles  should,  to  prevent  col- 
lision, turn  to  the  left  in  passing  each  other  upon 
the  public  highway,  it  also  seems  equally  clear 
that  upon  a  railway  line  where  the  danger  of  col- 
lision does  not  and  can  not  exist,  trains  should 


46  Rail-way  Train  and 

in  all  cases  take  the  right  hand  track.  As  the 
regulations  of  the  English  companies  and  many  of 
our  own  lines  require  that  trains  shall  run  upon  the 
left  hand  track,  we  must  accept  such  regulations  as 
conclusive  evidence,  that  in  the  estimation  of  the 
managers  of  such  lines  at  least,  there  are  weighty 
reasons  why  trains  should  run  upon  the  left  hand 
track  in  preference  to  the  right.  But  why  may 
not  the  rule  governing  this  matter  be  uniform 
throughout  the  country? 

NO    UNIFORMITY    IN     THE     TELEGRAPH     DEPART- 
MENT. 

The  diversity  that  exists  in  the  rules  of  different 
companies  governing  the  movement  of  train  oper- 
atives also  exists  in  the  telegraph  department  of 
railroads. 

Upon  the  lines  of  one  company,  the  signal  "  27  " 
flying  along  the  wire  closes  every  key  and  silences 
every  operator ;  it  is  a  magic  number ;  it  hushes  all 
disputes;  it  means  life  and  death;  it  is  a  warning 
to  clear  the  line;  it  is  a  signal  that  the  waiting 
message  must  take  precedence  of  everything  else, 
no  matter  how  important. 

Upon  another  circuit  "  27  "  possesses  no  signifi- 
cance whatever,  and  its  repetition  would  never  still 
the  struggle  that  is  forever  going  on  amongst  op- 
erators for  the  use  of  the  line. 

Upon  one  line  the  cabalistic  sign  "  19"  serves 
instantly  to  hush  all  rivalry  and  contention,  it  is  the 
signal  of  the  general  manager,  and  woe  to  the  un- 
fortunate novice  who  incautiously  ventures  to 


Station  Service.  47 

break  in  upon  the  business  that  follows.  Upon 
another  line  number  "  19  "  has  no  special  meaning, 
and  its  repetition  would  only  serve  to  excite  idle 
curiosity  or  profanity. 

Upon  some  of  the  telegraph  lines  the  most  ex- 
tended and  ingenious  ways  are  sought  to  abreviate 
and  save  time.  Each  number  will  be  made  to  con- 
vey some  special  information,  an  elaborate  question 
perhaps,  while  still  other  numbers  furnish  an 
answer  for  every  emergency.  When  this  field  has 
been  exhausted,  the  alphabet  will  be  resorted  to 
and  isolated  letters  or  simple  combinations  of  let- 
ters will  be  made  to  stand  for  words,  the  words  se- 
lected being  those  most  in  use  in  the  business 
vocabulary  of  a  railroad. 

LACK     OF     COMPLETENESS     AND      THOROUGHNESS 
IN    FRAMING    THE    RULES    AN'D    REGULATIONS. 

While  we  find  that  the  rules  of  no  two  compa- 
nies are  exactly  alike,  so  we  find  on  a  careful  exam- 
ination of  the  regulations  of  many  different  lines 
that  no  one  of  them  contain  all  the  rules  that  pos- 
sess a  positive  practical  value;  no  one  of  them  that 
is  not  deficient  in  some  important  respect 

Investigation  elicits  the  fact  that  the  rules  of 
each  company  contain  mdhy  valuable  hints  and 
suggestions  not  embraced  in  the  directions  of  any 
other  company. 

It  has  been  the  aim  to  embrace  in  the  rules  ap- 
pended hereto  the  salient  features  of  each,  so  far  as 
the  same  was  practicable. 

The  bits  of  information  gleaned  in  pursuing  the 


48  Rail-way  Train  and 

wise  provision  made  by  different  managers  are  in- 
teresting as  well  as  instructive.  One  manager  who 
has,  doubtless,  in  his  time  given  special  attention 
to  the  subject  of  claims,  directs  his  subordinates  in 
all  cases  of  accident  to  report  with  other  facts  the 
names  of  witnesses.  He  has  undoubtedly  been 
sorely  pressed  by  some  unfriendly  claimant  in  con- 
sequence of  lack  of  information  upon  this  very 
point.  Other  companies  note  the  provision  made 
and  insert  similar  instructions.  The  same  manager 
we  have  mentioned  also  warns  his  employes  in  his 
printed  rules  that  his  company  will  not  under  any 
circumstances  be  responsible  lor  accidents  to  em- 
ployes while  coupling  cars,  etc.  Evidently  he 
does  not  intend  his  company  shall  suffer  from 
negligence  in  this  particular  field,  if  warning  will 
suffice. 

Another  manager  will  take  a  rule  common  to  all 
roads  and,  by  adding  a  clause,  perhaps  a  word,  give 
it  a  finish  and  completeness  that  it  did  not  before 
possess.  Another  manager  explains  to  the  opera- 
tives of  his  trains  that  they  must  not  exceed  fifteen 
miles  an  hour,  and  that,  when  running  at  that  rate, 
they  will  pass  seven  telegraph  poles  a  minute. 
Probably  this  would  be  only  approximately  true 
upon  many  lines.  It  Is  however  a  fine  illustration 
of  the  acute  observation  and  good  pi'actical  sense 
of  railway  managers.  Another  manager  provides 
a  system  whereby  trainmen  may  signal  each  other 
in  the  event  a  train  should  break  in  two,  special 
provision  being  made  in  case  the  train  should  break 
into  more  than  two  parts.  We  should  probably 


Station  Service,  49 

find  upon  inquiry  that  the  company  represented  by 
the  official  promulgating  these  signals,  has  at  some- 
period  of  its  existence  suffered  disastrously  from 
the  inability  of  trainmen  to  convey  quick  in- 
telligence to  their  companions  of  the  breaking  in 
two  of  trains.  Still  another  manager  is  at  con- 
siderable pains  to  define  the  rights  possessed  by  an 
extra  train,  in  the  absence  of  special  orders,  in  the 
event  it  can  not  reach  the  meeting  point  without 
trespassing  upon  the  time  of  trains  going  in  the  op- 
posite direction.  And  so  we  might  go  on  at  much 
greater  length,  but  enough  has  been  written  to 
illustrate  the  difference  that  exists  in  the  laws  gov- 
erning the  movement  of  trains,  and  here  for  the 
present  we  drop  the  subject. 

THE    WONDERFUL    PHRASEOLOGY    OF    TRAINMEN. 

Of  the  many  remarkable  things  noticeable  in  the 
experience  of  railroads,  not  the  least  curious  are 
the  technical  phrases  in  common  use,  in  connection 
with  the  train  service.  Many  of  the  phrases  are, 
without  doubt,  re-adaptations  of  old  expressions 
common  to  the  early  experiences  of  the  pioneer 
managers  of  railways.  The  necessities  of  the  ser- 
vice have  given  rise  to  many  other  expressions 
peculiar  to  it,  and  not  to  be  found  elsewhere. 
While  the  words  and  set  phrases  employed  are 
perhaps  not  as  copious  or  extended  as  those  in  use 
among  sailors,  still,  many  of  them  are  quite  as 
enigmatical,  and  to  any  one  ignorant  of  their  ap- 
plication they  possess  a  significance  that  is  startling 
in  the  extreme.  Thus,  when  the  ukase  of  the 


50  Railway  Train  and 

manager  goes  forth  that  "flying  switches"  will 
not  be  tolerated  upon  the  line  under  any  conceiv- 
able circumstances,  the  verdant  observer  is  quite 
justified  in  picturing  in  his  mind's  eye  an  ingen- 
ious contrivance  whereby  certain  vicious  and  un- 
ruly employes  are  accustomed  to  amuse  themselves, 
surreptitiously  perhaps,  from  time  to  time,  to  the 
great  distress  and  alarm  of  the  management.     Our 
verdant    friend    finds    that    "  running    switches," 
"  shooting  stations,"  and  "  wild  trains "  are  every- 
where spoken  of  as  the  most  natural  and  proper 
objects  in  the  world — things  too  well  known  and 
understood   to  require  elaboration  or  explanation. 
And  in  this  way  his  mind  becomes  expanded,  so 
that  when  he  reads  that  "  enginemen  must  not  fail 
to  note  all  'whistling-posts'  they  may  pass  upon 
the  line,"  he  is  neither  daunted   nor  discouraged, 
but  at  once  acknowledges  and  accepts  the  presence 
of  "whistling-posts"  as  he  would  any  other  phe- 
nomena in  nature.     However,  when  he  reads  that 
conductors  will  "  side-track,"  under  certain  stated 
circumstances,  he  is  at   a  loss  to  know  whether 
their  doing  so  will  be  voluntary  or  involuntary. 
Are  they  to  side-track  of  their  own  accord,  or  will 
they  side-track  in  spite  of  themselves  ?     These  and 
similar  questions  constantly  recur  to  disturb  him  as 
he  progresses ;  they  cannot  be  absorbed,  and  are  too 
enigmatical  to  be  solved  unaided.     When  he  reads 
the  terse  command  that  conductors  must "  take  a 
side-track,"  he  wonders,  inwardly,  if  they  take  it 
as  they  do  medicine  or  food,  or,  as  an  outlying  for- 


Station  Service.  51 

tress  is  taken  by  storm  with  attendant  sappers  and 
miners. 

And  so  he  wonders  how  it  is  possible  to  turn 
trains  upon  the  letter  "  Y,"  and  why  so  foolish  a 
thing  should  be  done.  He  can  not  understand  why 
it  should  be  necessary  to  tell  a  man  of  sufficient  in- 
telligence to  act  as  conductor,  that  he  must  "  keep 
off"  the  time  of  other  conductors,  and  speculates 
what  connection,  if  any,  this  has  with  the  "  lost 
time  "  of  trains.  What  process  is  necessary  to  en- 
able one  train  to  "  clear"  another?  Why  should 
not  an  engine  be  allowed  to  slip  her  "  drivers  "  if 
she  or  they  can  get  along  easier  thereby?  How 
are  switches  "  set,"  and  in  what  manner  can  a  train 
be  operated  upon  a  "block?"  Questions  like 
these  occur  to  him  at  every  step.  In  another  chap- 
ter we  have  endeavored  to  explain  the  meaning  of 
some  of  the  more  obtuse  phrases  common  amongst 
trainmen.  Some  of  these  phrases  are  well  under- 
stood, others  again  are  unintelligible,  except  to 
those  versed  in  what  we  may  call  the  phraseology 
of  trains.  The  list  is  susceptible  of  infinite  expan- 
sion, but  it  is  sufficient  in  its  restricted  form  for  the 
purposes  of  the  present  work. 

PHRASEOLOGY    PECULIAR    TO    ENGLISH    ROADS. 

While  the*phraseology  employed  upon  English 
roads  is  radically  different  from  that  in  use  in  this 
country,  it  is  in  no  respect  less  peculiar.  Yet  it  is 
probably  true  that  any  Englishman  who  should 
attempt  to  explain  the  phrases  in  common  use 
upon  the  roads  in  Great  Britain  would  be  generally 


52  Railway  Train  and 

laughed  at  by  railway  men  in  that  country;  to 
them  such  phrases  are  a  part  of  their  mother 
tongue;  by  many  they  are  supposed  to  be  in  univer- 
sal use ;  by  others  they  are  thought  to  have  always 
formed  a  part  of  the  English  language.  Yet, 
while  the  English  language  is  still  tolerably  well 
understood  in  the  United  States,  it  is  nevertheless 
true  that  there  are  probably  not  one  hundred  Amer- 
icans connected  with  the  various  railway  compan- 
ies in  this  country  who  understand  the  significance 
of  the  great  bulk  of  expressions  in  common  use 
upon  the  railways  of  England.  How  many 
Americans  are  there  who  know  what  a  scotch- 
block*  or  aspragf  is;  or  a  trolley,];  laybye,§  lorry, | 
ganger,*]"  or  train  staff?**  This  list  could  be  ex- 
tended indefinitely. 

In  England,  as  in  the  United  States,  the  names 
of  many  things  connected  with  railways  had  a 
significance  half  a  century  ago  that  they  do  not 
possess  under  the  new  order  of  things.ff 

*  A  movable  block  laid  across  the  track  to  prevent  the  movement 
of  cars. 

t  A  block  fastened  to  a  pivot  near  the  end  of  a  siding  and  laid  across 
the  siding-  when  cars  have  been  left  in  it,  to  prevent  their  being  moved 
out  accidentally. 

±  Car  used  by  trackmen. 

§  A  side  track. 

jl  A  flat  car. 

TT  The  foreman  in  charge  of  sectionmen. 

**A  staff  used  upon  a  single  track  road  and  placed  in  a  socket  upon 
the  engine  to  indicate  that  such  engine  has  been  granted  the  right  to 
run  over  a  particular  section  of  line. 

•f-f  "  At  the  'booking-office'  no  booking  is  done.  Vou  merely  say, 
to  an  unseen  if  not  invisible  person,  through  a  small  hole,  '  First  (or 
second)  class,  single  (or  return)'  put  down  your  money,  receive  your 
ticket,  and  depart.  But  as  there  were  booking-offices  for  the  stage- 
coaches which  used  to  run  between  all  the  towns  and  through  nearly 
all  of  the  villages  of  England,  the  term  had  become  fixed  in  the  minds 
and  upon  the  lips  of  this  nation  of  travelers.  So  it  was  with  the  guard 
and  his  name;  and  when  the  rail  way -carriage  supplanted,  or  rather 
drove  out,  the  stage -coach,  the  old  names  were  given  to  the  new 
things,  and  the  continuity  of  life  was  not  completelv  broken." — Richard 
Grant  White. 


CHAPTER  III. 

Train  Accidents — Their  Nature  and  Causes — Train  Acci- 
dents on  American  Roads  for  Ten  Years — Accidents 
proper — Nominal  Accidents,  but  Actual  Blunders — 
What  should  be  Insisted  upon — Laxity  of  Discipline. 

Before  proceeding  .to  give  in  detail  the  myriad 
signals  and  rules  and  regulations  necessary  to  the 
government  of  trains,  it  is  right  and  proper  to 
emphasize  the  necessity  of  great  clearness  and  thor- 
oughness in  the  preparation  and  execution  of  rules 
of  this  kind.  I  have  had  this  object  in  view  in  the 
preparation  of  this  and  the  two  succeeding  chap- 
ters. 

It  is  to  be  regretted  in  this  connection  that  the 
published  reports  of  train  accidents  are  far  from 
complete.  For  instance,  it  would  be  interesting  to 
know  how  many  accidents  have  occurred  in  the 
United  States  in  the  last  ten  years  from  neglect  to 
protect  trains  standing  upon  the  main  track  from 
rear  collisions,  and  what  were  the  particular  ex- 
cuses or  explanations  given  in  each  instance  by 
those  in  charge,  or  whether,  in  some  instances,  the 
rules  and  regulations  themselves  were  not  deficient 
in  clearness  or  thoroughness.  I  have  traveled 
many  hundreds  of  thousands  of  miles  and  never 
met  with  an  accident,  even  the  derailment  of  a 
train;  but  I  have  been  often  impressed  with  what 
53 


54  Railway  Train  and 

seemed  to  me  to  be  a  want  of  activity  and  vigilance 
on  the  part  of  the  brakeman  in  protecting  the 
train  from  rear  collision  when  delayed  upon  the 
main  track.  His  apparent  neglect  in  this  respect 
has  happily,  so  far  as  I  am  concerned,  never  been 
attended  with  any  mishap,  but  we  all  of  us  know 
of  instances  where  frightful  loss  of  life  and  proper- 
ty have  resulted  from  rear  collisions  caused,  we 
have  been  led  to  believe  in  some  cases,  by  neglect 
to  properly  guard  the  standing  train.  Accidents 
of  this  kind,  however,  are  not  always  the  result  of 
neglect  of  the  brakeman,  but  are  precipitated  by 
others.  They  are  the  results,  in  some  instances, 
of  defective  rules  or  the  absence  of  necessary 
rules,  or  the  want  of  proper  appliances  or  signals 
ready  at  hand.  Many  of  them  are  from  unavoid- 
able causes,  but  it  is  the  duty  of  railway  men  in 
the  formation  of  rules,  so  far  as  the  business  and 
revenue  of  their  companies  will  permit,  to  provide 
against  every  contingency  of  this  kind,  and  this 
they  endeavor  to  do.  Unavoidable  accidents  mav 
occur,  but  they  should  not  through  defective  rules 
and  regulations  be  anticipated.  On  the  contrary, 
the  basis  of  all  regulations  should  be  that  accidents 
are  impossible  if  necessary  and  proper  precautions 
are  observed. 

Rear  collisions  are,  however,  only  an  incident  in 
the  voluminous  chapter  of  mishaps  that  befall  rail- 
way trains,  as  the  accompanying  list  of  accidents 
abundantly  demonstrates.  The  varied  causes  of 
many  of  these  accidents  which  I  have  classified 
under  general  heads  will  suggest  themselves  to 


Station  Service.  55 

every  practical  railroad  man  who  peruses  the  list, 
and  will  serve  to  emphasize  the  necessity  that 
exists  everywhere  and  at  all  times  of  adopting  and 
enforcing  such  rules  and  regulations  as  may  be 
necessary  to  the  due  and  reasonable  protection  of 
trains. 

One  of  our  railway  papers*  has  for  a  number 
of  years  past  made  a  practice  of  collecting  and 
tabulating  the  reports  published  in  the  newspapers 
of  accidents  to  trains.  These  reports  are  far  from 
complete,  as  the  great  bulk  of  the  minor  mishaps 
that  occur  never  find  their  way  into  our  metropolitan 
newspapers.  In  the  list  of  the  injuries  to  persons 
compiled  by  this'paper  it  is  not  attempted  to  include 
injuries  from  other  causes  than  accidents  to  the 
trains  carrying  them. 

The  total  number  of  accidents  to  trains  in  the 
United  States  thus  reported  for  the  ten  years  end- 
ing December  31,  1882,  was  10,887.  The  total 
number  of  persons  reported  as  killed  in  these 
accidents  was  2,754,  and  the  total  number  injured 
as  11,023. 

These  accidents  in  question  may  be  classified  as 
follows:  derailments, 6,778;  collisions, 3,561 ;  other 
causes,  548. 

Examining  into  the  character  and  causes  o 
these  in  the  order  named,  we  find  that  of  the  de- 
railments 1,325  are  attributed  to  failure  of  track, 
775  to  defective  equipment,  945  to  negligence  in 
operating,  1,431  to  obstruction  or  washing  out  of 
track,  and  33  to  various  other  causes,  while  2,269, 

*    The  Railroad  Gazette. 


56  Railway  J^rain  and 

or  about  one-third  of  the  whole  number,  remain 
unexplained. 

Taking  those  cases  where  the  cause  has  been 
ascertained,  we  find  that  of  the  1,325  reported  de- 
railments from  failure  of  track,  596,  or  nearly  one- 
half  of  the  whole  number,  are  caused  by  broken 
rails.  This  is  one  of  the  principal  causes  of  train 
accidents,  and  one  against  which  human  care  and 
skill  has  thus  far  proven  unavailing.  By  far  the 
greater  proportion  (amounting  to  nearly  seven- 
eighths  of  the  whole  number)  of  accidents  caused 
by  broken  rails  occur  during  the  cold  weather  in 
winter,  a  much  larger  number  being  reported  dur- 
ing the  winters  in  which  the  weather  is  very  cold 
than  in  those  in  which  it  is  moderate. 

Three  hundred  and  twenty-three  derailments  are 
reported  from  "  loose  or  spread  rails."  The  largest 
number  for  any  one  year  is  72  for  1882,  many  of 
which  were  occasioned  by  the  attempt  to  run  over 
new  tracks  which  were  not  fully  completed. 

Two  hundred  and  fifty-five  derailments  are  re- 
ported from  "  broken  bridges  or  trestles."  More 
accidents  of  this  class  are  reported  for  the  years 
1 88 1  and  1882  than  for  any  of  those  preceding. 
Whether  this  is  because  the  bridges  on  the  new 
roads  are  not  properly  constructed  or  those  on  the 
old  roads  are  not  properly  maintained  the  statistics 
do  not  state. 

One  hundred  and  fifty-one  derailments  are  at- 
tributed to  broken  or  defective  switches,  joints, 
frogs  or  "bad  track."  Accidents  from  these  causes 
show  a  decided  tendency  toward  decrease  during 


Station  Service.  57 

the  latter  part  of  the  series  of  years  covered  by  the 
statistics  under  consideration. 

Of  the  775  derailments  chargeable  to  failure  of 
equipment,  251  are  attributed  to  broken  wheels, 
341  to  broken  axles,  103  to  broken  trucks,  27  to 
broken  coupling  or  draw  bars  and  53  to  failure  of 
various  other  parts  of  the  equipment.  Accidents 
from  these  causes  do  not  show  any  tendency  to 
diminish  in  number,  but  keep  pace  with  the 
increase  in  mileage  of  roads  and  in  volume  of  traffic 
from  year  to  year.  A  portion  of  these  accidents, 
like  those  from  broken  rails,  are  to  be  attributed  to 
the  effect  of  frost. 

The  945  derailments  directly  attributed  to 
"  negligence  in  operating  "  are  worthy  of  study,  as 
in  this  respect  at  least  experience  should  be  a 
valuable  teacher.  The  largest  item  of  this 
character  is  "  misplaced  switches,"  762,  or  about 
four-fifths  of  the  whole  number.  The  number  of 
accidents  annually  from  this  cause  remains  quite 
uniform  during  the  ten  years  covered  by  the 
report,  the  lowest  number  being  48  in  1878  and 
the  highest  90  in  1882.  That  the  number  has  not 
increased  proportionately  with  the  mileage  of 
roads  and  the  increase  of  traffic  indicates  an  im- 
provement. 

The  derailments  reported  from  "  rails  removed 
for  repairs,"  72,  could  not  have  occurred  but  for 
direct  disobedience  of  rules  adopted  by  every  rail- 
road company. 

The  remaining  derailments  from  negligence  in 
operating,  in  in  all,  mention  as  causes  "making 
4 


58  Railway  Train  and 

flying  switch,"  "  runaway  engine,"  "  running  over 
siding,"  "  open  draw,"  "  careless  stopping  and 
starting,"  "  overloaded  car,"  and  "  bad  switching." 
In  nearly  every  case  these  accidents  have  been 
caused  by  disregard  of  rules. 

Of  the  1,431  derailments  from  obstructions  we 
find  that  437  were  caused  by  "cattle  on  track." 
This  source  of  danger  can  only  be  done  away  with 
by  the  general  fencing  of  the  track  and  the  adop- 
tion of  effective  means  for  guarding  highway 
crossings. 

One  hundred  and  sixty-two  derailments  are 
reported  as  the  effect  of  snow  and  ice  upon  the 
track.  This  is  one  of  the  inevitable  accompani- 
ments of  the  operation  of  railroads  during  the 
winter  in  a  cold  climate.  The  actual  number  of 
derailments  from  this  source,  during  the  ten  years, 
was  undoubtedly  much  larger,  but  not  being  ac- 
companied with  serious  results  many  of  them  were 
not  reported. 

Two  hundred  and  forty-six  derailments  are 
reported  from  "  wash  outs,"  and  67  from  "  land 
slides." 

Three  hundred  and  eighty  derailments  are 
charged  to  "  accidental  obstructions,"  too  numerous 
to  mention  in  detail.  Many  of  them  were  from 
trees  and  rocks  falling  or  being  blown  upon  the 
track  in  consequence  of  not  having  been  sufficiently 
removed  in  the  construction  of  the  road. 

One  hundred  and  forty  derailments  are  reported 
from  "  malicious  obstructions."  Many  of  these 
were  placed  on  the  track  for  purposes  of  plunder. 


Station  Service.  59 

Some  were  the  result  of  the  fostering  in  the  minds 
of  ignorant  men  of  the  idea  that  public  corpora- 
tions are  public  enemies,  others  were  the  result  of 
private  differences. 

Twenty-six  derailments  are  reported  from  the 
effect  of  the  wind. 

Only  four  derailments  are  reported  during  the 
ten  years  from  "  man  on  track,"  and  two  from 
"  floods  over  track." 

The  collisions  reported  for  the  ten  years  are 
classified  thus: 

Rear  collisions. , 2,153 

Butting-  collisions 1,086 

Crossing1  collisions  . .... 196 

Passing  collisions 3 

Character  unknown 123 

Total 3,561 

The  "passing  collisions"  are  given  only  for 
1882.  It  will  be  noticed  that  the  number  of  rear 
collisions,  that  is  of  instances  of  one  train  running 
into  the  rear  of  the  train  preceding  it,  are  nearly 
twice  as  numerous  as  those  of  trains  running  in 
opposite  directions,  or  butting  collisions.  On  roads 
provided  with  two  or  more  tracks,  butting  collis- 
ions are  unknown,  and  rear  or  crossing  collisions 
are  the  only  ones  to  be  feared.  On  roads  having 
but  a  single  track  rear  collisions  occur  more  fre- 
quently than  upon  double  track  roads.  Every- 
body knows  that  it  is  dangerous  to  allow  trains 
going  in  opposite  directions  to  approach  each 
other  upon  a  single  track  without  an  agreed  place 
of  passing,  duly  provided  with  necessary  side 


60  Railway  Train  and 

tracks.  Hence  the  rules  are  very  carefully  drawn 
to  prevent  this  occurrence,  and  accidents  are  com- 
paratively infrequent.  On  the  other  hand,  the 
danger  does  not  appear  so  imminent  in  allowing  one 
train  to  follow  another  at  what  may  be  consid- 
ered a  safe  distance  and  the  safeguards  are  conse- 
quently not  always  adequate.  Precautions  more 
or  less  effective,  are  provided  to  pi-event  such  acci- 
dents, to  be  sure,  but  that  these  precautions  are  not 
utilized  or  are  not  sufficient,  the  great  number  of 
rear  collisions  abundantly  proves.  Accidents  of 
this  kind  sometimes  result  from  the  failure  of 
machinery,  but  by  far  the  greater  number  are 
caused  by  neglect  to  obey  the  rules  and  regulations 
or  from  want  of  proper  appliances.  In  many  in- 
stances they  are  occasioned  by  defective  rules.  No 
rule  is  more  obviously  necessary,  than  the  require- 
ment that  when  trains  are  detained  on  the  main 
track  men  shall  be  sent  a  proper  distance  with  sig- 
nals to  stop  approaching  trains,  and  yet  this  rule  is 
often  disregarded,  and  to  this  disregard  may  be 
traced  a  very  large  proportion  of  the  collisions  re- 
ported. In  compiling  rules  and  regulations  gov- 
erning the  movements  of  trains  I  was  especially 
struck  with  the  meagre  provision  made  for  the  pro- 
tection of  trains  standing  upon  the  main  track.  Upon 
many  roads  no  details  whatever  were  given,  and 
in  attempting  to  make  adequate  provision  for  the 
protection  of  trains  under  these  circumstances  it 
was  necessary  to  introduce  many  rules  not  to 
be  found  upon  any  line.  A  reference  to  rule  90 
contained  further  on  herein  will  illustrate  the  diffi- 


Station  Service.  61 

culty  of  adequately  protecting  delayed  trains  or 
trains  under  the  circumstances  mentioned. 

I  do  not  think  that  sufficient  precaution  is  always 
taken  to  prevent  rear  collisions.  If  the  necessary 
signals  are  carried  on  the  rear  of  the  train  that 
seems  in  some  cases  thought  to  be  about  all  that  is 
needed.  The  probability  that  one  train  will  ap- 
proach another  without  being  able  to  stop  before 
running  into  it,  is  evidently  considered  too  remote 
a  danger  to  necessitate  very  elaborate  preparation 
to  prevent  it.  Hence  such  rules  as  there  may  be 
under  these  circumstances  are  very  few  and  are  not 
very  rigidly  enforced.  The  danger  from  collisions 
multiplies  many  times  with  the  increase  of  trains, 
but  it  is  only  when  they  follow  each  other  at 
frequent  intervals  that  the  preparation  made  to 
prevent  accident  from  this  cause  seems  at  all 
adequate. 

Any  sudden  increase  in  the  traffic  of  a  railroad, 
necessitating  the  employment  of  new  and  untried 
men,  and  placing  upon  both  the  directing  and 
operating  forces  burdens  to  which  they  have  not 
been  accustomed,  is  one  great  cause  of  danger  in 
operating  railroads.  Thus  there  will  be  less  dan- 
ger of  collision  on  a  road  running  fifty  trains  a 
day  regularly  than  on  one  which,  having  been  ac- 
customed to  run  twenty  trains  a  day,  suddenly  in- 
creases the  number  to  forty. 

Where  railroads  cross  the  tracks  of  each  other 
on  the  same  level,  the  rule  requiring  that  every 
train  must  come  to  a  full  stop  before  attempting 
to  cross  is  very  general,  and  is  moreover  enforced 


62  Rail-way  Train  and 

by  the  laws  of  the  state  in  most  instances.  Where 
more  than  one  train  wishes  to  pass  at  the  same 
time  their  respective  rights  are  very  clearly  de- 
fined. Frequent  accidents  nevertheless  occur; 
these  accidents  are  sometimes  caused  by  failure 
of  brakes  or  other  machinery  to  work,  but  the 
greater  number  must  be  attributed  to  disobedience 
to  rules. 

Of  the  accidents  to  trains  not  occasioned  by  de- 
railment or  collision  the  principal  causes  were: 
Boiler  and  cylinder  explosions,  180;  broken 
parallel  or  connecting  rods,  124;  broken  axles,  25; 
other  breakages  of  rolling  stock,  94;  cars  burned 
while  running,  84;  and  various  other  causes,  41, 
making  the  total  as  reported  548.  The  statistics 
give  very  little  clue  as  to  how  many  of  these  ac- 
cidents are  to  be  attributed  to  defective  construc- 
tion, repair  or  inspection  of  material  and  how 
many  to  neglect  or  mismanagement  upon  the 
part  of  those  in  charge. 

From  the  foregoing  figures,  we  find  that  the  per- 
centage which  each  of  the  various  classes  of  ac- 
cidents bears  to  the  whole  is  as  followTs: 

Per  cent. 

Derailments 62.26 

Broken  rails 5.48 

Loose  rails 2.97 

Broken  bridges 2.34 

Defective  switches,  etc 1.39 

Failure  of  equipment 7.12 

Misplaced  switches 7.00 

Rails  removed  for  repairs .66 

Other  negligence  in  operating 1.02 

Cattle  on  track 4.01 

Snow  and  ice i  .49 

Washouts...  2.26 


Station  Service.  63 

Land   slides 61 

Accidental  obstructions 3-55 

Malicious  obstructions 1.28 

Wind , .24 

Unexplained 20.84 

Collisions 32.71 

Rear l9-7$ 

Butting. ._     9.98 

Crossing 1.80 

Passing  (3)  and  unknown 1.15 

Other  accidents 5.03 

Explosions 1.65 

Broken  rods 1.14 

Other  breakages 1.09 

Fire - 77 

Other  causes _       .38 

100.00 

Whether  the  same  proportion  will  hold  good  in 
regard  to  the  accidents  which  are  never  reported 
and  have  not  been  included  in  these  statistics  can 
not  of  course  be  known,  but  it  will  probably  do  so 
approximately.  The  above  table  is,  therefore,  of 
great  value  as  affording  information  as  to  the  rela- 
tive importance  of  the  various  sources  of  danger 
to  be  guarded  against. 

Taking  the  accidents  to  railway  trains  as  a  whole, 
undoubtedly  the  larger  proportion  are  the  result  of 
causes  beyond  control  with  the  men  and  appliances 
available  at  the  present  time.  But  it  is  well  for  us 
to  attempt  constantly  to  improve  the  methods, 
even  when  the  means  are  crude,  rather  than  to  rest 
satisfied  in  the  belief  that  we  have  fathomed  all  the 
resources  at  our  disposal.  A  comparison  of  the 
rules  and  regulations  governing  the  movement  of 
trains  upon  different  roads,  will  convince  anybody 


64  Railway  Train  and 

that  not  all  of  those  entrusted  with  such  matters 
are  awake  to  the  importance  of  profiting  by  the 
experience  of  others  as  well  as  themselves. 

A  comparison  of  the  English  with  the  American 
roads  shows  that  the  managers  of  the  former  are, 
with  their  usual  conservative  deliberation,  adopting 
a  number  of  our  ideas,  such  as  continuous  brakes 
and  train  signals  for  communication  between  the 
guard  and  the  driver;  but,  on  the  other  hand,  there 
are  also  many  English  ideas  which  may  be  intro- 
duced to  advantage  upon  American  roads.  The 
English  roads  have,  for  instance,  had  a  much 
greater  experience  than  we  in  the  conduct  of  a 
heavy  traffic  with  numerous  trains  through  a  dense- 
ly populated  country.  This  experience  has  been 
emphasized  by  many  sad  and  costly  accident1-. 
The  problems  that  such  a  traffic  engender,  our  own 
companies  are  now  being  called  upon  to  meet,  and 
they  will  do  well  to  study  what  the  English  have 
already  learned,  using  as  far  as  may  be  their  tal- 
ents for  adaptation,  rather  than  to  learn  from  their 
own  experience.  In  all  matters  connected  with 
the  question  of  safety  in  the  operation  of  railroads, 
the  rule  that  an  ounce  of  prevention  is  worth  a 
ton  of  cure  is  intended  to  be  and  is  the  basis  and 
inspiration. 

A  common  cause  of  train  accidents  is  the  at- 
tempt to  make  excessive  speed  with  freight  trains. 
The  necessarily  inferior  and  uneven  construction 
of  the  cars  making  up  such  trains,  the  character  of 
their  loads,  and  the  impracticabilitv  thus  far  of 
placing  suitable  means  of  stopping  the  train  under 


Station  Service.  65 

the  control  of  the  driver,  make  it  essential  to  safe- 
ty that  they  should  be  run  at  a  moderate  speed  as 
compared  with  passenger  trains,  and  the  rules  of 
all  railroads  generally  contemplate  this.  As  a 
matter  of  fact,  however,  such  trains  are  very  often 
run  at  a  much  higher  speed  than  allowed  by  the 
rules.  The  traffic  requires  it  and  the  practice  con- 
sequently remains  uncensured. 

One  of  the  prime  causes  of  railroad  accidents  is, 
it  is  stated,  the  general  laxity  of  discipline  prevail- 
ing on  some  roads  regarding  disobedience  of  rules, 
providing  this  disobedience  does  not  directly  result 
in  accident.  Nobody  familiar  with  the  actual 
transactions  can  read  over  their  rules  without 
noticing  as  forbidden  things  which  are  really  of 
frequent  occurrence,  and  of  which  the  officers  in 
charge  can  hardly  fail  to  be  ignorant,  but  so  long 
as  no  accident  immediately  follows  the  infringe- 
ment of  these  rules  no  notice  is  taken  of  it.  In- 
deed it  is  claimed,  and  I  believe  truly,  that  it  would 
be  utterly  impossible  to  do  the  business  that  is  done 
on  some  American  lines  with  the  means  furnished 
if  the  printed  rules  were  literally  enforced.  As  a 
natural  result  the  efficiencv  of  the  service  becomes 
weakened  and  a  disregard  is  engendered  for  all 
rules,  which  disregard  sooner  or  later  results  in 
disaster.  Rules,  however  stringent,  will  not  en- 
force themselves;  they  must  be  intelligently, 
uniformly  and  consistently  administered.  The  oc- 
casional discharge  of  an  offender  because  a  practice 
which  he  and  his  associates  have  for  a  long  time 
indulged  in  with  impunity  has  at  last  resulted  in 


66  Railway  Train  and 

disaster,  is  not  intelligent,  uniform  or  consistent 
administration.  It  carries  so  little  weight  indeed 
that  the  party  discharged  generally  has  little 
difficulty  in  securing  employment  with  some  other 
company,  where,  if  he  is  really  unworthy,  the 
offense  is  quite  likely  to  be  repeated.  The  reliance 
on  the  fear  of  discharge  as  the  sole  means  of 
discipline  is  unworthy  of  an  enlightened  manage- 
ment. On  the  other  hand  the  strictness  and  refine- 
ment of  military  discipline  cannot  be  attained,  nor 
would  such  discipline  conduce  to  the  benefit  of  the 
railway  company  as  a  business  enterprise  in  its 
dealings  with  a  free  community.  The  dealings  of 
a  railroad  company  with  its  employes  as  well  as 
with  its  patrons  is  based  on  strictly  business 
principles,  but  no  business  policy  is  complete  which 
does  not  take  into  account  the  temper,  ambition 
and  affection  of  men,  as  well  as  the  material  laws 
of  supply  and  demand.  Not  only  should  the  men 
who  have  to  do  with  the  movement  of  the  trains, 
and  who  are  in  a  greater  or  less  degree  responsible 
for  their  safety,  be  carefully  chosen,  but  they 
should  be  made  to  feel  that  their  methods  as  well 
as  the  result  of  their  work  are  intelligently  scanned, 
that  the  rules  framed  for  their  government  are 
reasonable  and  necessary  and  that  a  strict  compli- 
ance with  the  same  on  their  part  will  be  for  their 
best  interest. 


CHAPTER   IV. 

Train  Signals — Causes  of  the  Existing  Diversity — Diver- 
sity of  Signals  used  by  Chicago  Roads — Difficulty  of  Se- 
curing Uniformity — Material  Available  for  Signaling 
Purposes — Reasons  urged  by  Experts  for  the  use  of  Par- 
ticular Signals — The  Whistle  Signals  and  the  Diversity 
that  exists — Practical  Action  in  the  Direction  of  Uni- 
formity— The  Signals  Embodied  in  this  Volume  Ap- 
proved by  the  Highest  Authorities. 

The  dangers  resulting  from  the  diversity  in  the 
signals  used  by  different  railroad  companies  have 
been  already  alluded  to.  How  to  secure  a  general 
uniformity  in  such  signals  is  a  practical,  and  at  the 
same  time  a  very  difficult  problem. 

In  the  consideration  of  this  subject  it  should  be 
remembered  that  the  diversity  referred  to  is  not 
the  result  of  mere  caprice  on  the  part  of  the  per- 
sons by  whom  the  signals  in  use  were  originated. 

In  the  early  history  of  railroads  signals  were 
practically  unknown*,  and  the  men  in  charge  of 
the  lines  had  little  or  no  experience  in  the 
business.  Some  had  been  steamboat  or  vessel 

*  At  first  a  candle  placed  in  the  station  window  indicated  that 
trains  were  to  stop  ;  the  absence  of  the  candle  implied  the  reverse. 
Upon  one  line  the  use  of  the  red  lantern  was  restricted  to  the  higher 
officers  of  the  company,  and  was  intended  as  a  badge  of  their  authori- 
ty. The  idea  of  using  it  as  a  signal  had  not  then  occurred  to  them. 
Appliances  of  every  kind  were  exceedingly  crude.  Flagmen  and 
switchmen  were  in  some  instances  required  to  provide  themselves  with 
a  flagstaff  8  ft.  long,  having  a  white  flag  3  ft.  square  attached  to  one 
end  of  it,  and  a  red  flag  of  the  same  size  to  the  other,  while  in  other 
cases  no  flags  at  all  were  specified  or  provided. 

67 


68  Railway  Train  and 

men ;  some  had  been  in  the  military  service,  and 
some  had  been  connected  with  the  fire  departments 
of  cities.  So  far  as  they  had  already  had  experi- 
ence with  signals  of  any  kind  they  would  naturally 
endeavor  to  make  those  to  which  they  were 
already  accustomed,  apply  as  far  as  possible  to 
their  new  vocation.  The  traffic  at  first  was  light, 
and  the  number  of  signals  actually  needed  very 
few.  The  different  railroads  were  many  of  them 
widely  separated,  and  opportunities  for  consulta- 
tion between  their  officials  few  and  seldom  availed 
of.  As  experience  in  the  practical  details  of  the 
business  and  the  growth  of  the  traffic  suggested 
the  necessity  for  additional  signals,  they  wei'e  in- 
vented and  applied  with  little  or  no  regard  to  the 
usages  of  other  companies.  Some  of  them  were 
found  to  be  poorly  adapted  to  the  purpose  for 
which  they  were  intended,  but  so  long  as  no  very 
serious  results  followed  their  use  the  difficulty  of 
making  a  change,  and  the  disinclination  of  the  per- 
sons by  whose  authority  they  were  introduced  to 
acknowledge  their  failure,  caused  them  to  be  re- 
tained. And  so  long  as  the  railroads  continued  to 
be  widely  scattered  and  their  traffic  light,  this 
diversity  occasioned  no  serious  difficulty  or  danger, 
but  with  the  growth  of  business  different  systems 
of  road  are  brought  each  day  closer  together,  and 
lack  of  uniformity  in  this  respect  becomes  a  great 
and  constant  menace  to  the  safety  of  individuals 
and  the  revenues  of  the  companies.  The  hamlet 
that  a  few  vears  ago  was  proud  in  the  possession  of 
a  single  railway  outlet  is  now  a  prosperous  city 


Station  Service.  69 

and  the  centre  of  a  vast  network  of  lines,  each  per- 
haps operating  its  trains  by  a  widely  differing  code 
of  signals.  The  trains  of  these  roads  in  some 
cases  are  run  for  a  greater  or  less  distance  upon  the 
tracks  and  into  the  stations  and  yards  of  others, 
and  the  men  in  charge  are  frequently  called  upon 
to  observe  and  act  instantly  upon  signals  different 
from  those  to  which  they  are  accustomed  in  the 
ordinary  routine  of  their  duties. 

As  an  illustration  of  the  diversity  existing,  the 
following  signals  used  by  roads  centering  at  Chica- 
go are  given: 

LAMP  SIGNALS.* 

"Go  ahead!'1  Roads. 

Swing  lantern  over  head  ____  ................  _________  5 

Raise  and  lower  perpendicularly  ....................  .  3 

Swing  in  a  vertical  arc  ...............................   i 


Raise  and  low-er  .....................................  3 

Swing  sideways,  or  across  track  .......................  6 

"Sack!" 

Swing  from  right  to  left  ..............................  2 

S  wing  over  head  ...................................  .  I 

Swing  in  a  circle  .................................  .  ____  i 

Swing    sideways  ................................  _____  i 

Raise  and  lower  .....................................  3 

Swing  vertically  in  a  circle  ....................  .  ......  i 

HAND    SIGNALS    (BY  DAY).* 

•'Go  ahead!"  Roads. 

Throw  one  or  both  hands  from  the  breast  outward  ......  2 

Swing  hand  over  the  head  ............................   2 

Raise  and  lower  the  hand  ............................  .   i 

"Stop!" 

Raise  and  lower  the  hand  ............................  3 

Wave  hand  across  the  body  below  the  head  ............  i 

Swing  across  the   track  _____________  ...  _________  ...  ___  i 

[*  See  Railway  Age,  June  6,  1878.] 


70  Railway  Train  and 

"Back!" 

Half  circle  over  the  head .  2 

Swing  the  hand  sideways i 

Swing  hand  vertically  in  a  circle i 

Hands  extended  widely  and  separately i 

WHISTLE    SIGNALS.* 

"Brakes  on!"  Roads. 

One  short  blast n 

Two  short  blasts 2 

"Brakes  off." 

Two  short  blasts 9 

Two  long  blasts 2 

One  short  blast 2 

"  To  recall  flagman" 

Four  short  blasts 5 

Four  long  blasts i 

Five  short  blasts 2 

Six  short  blasts 2 

"Note  flag  on  engine" 

Three  short  blasts i 

Four  short  blasts i 

Five  short  blasts 3 

Six  short  blasts i 

Two  short  followed  by  one  short  blast i 

"  Train  has  parted" 

Five  short  blasts 9 

One  long,  two  short  and  one  long  blast 2 

One  long  and  one  short  blast,  six  times i 

Same  repeated  several  times _ i 

"Approaching  station? 

One  long  blast 3 

One  blast,  two  seconds _ i 

One  blast,  three  seconds ...  I 

One  blast,  five  seconds 3 

One  blast,  ten  seconds i 

"Highway  crossing" 

Two  short  blasts i 

Two  short  and  one  long  blast 2 

One  blast,  three  seconds i 

One  long  and  one  short  blast 2 

One  long  and  two  short  blasts 3 

Two  long  and  two  short  blasts i 

[  *  See    Travelers'  Official  Guide,  October,  iSSi.] 


Station  Service.  71 

The  danger  arising  from  this  wide  diversity 
of  signals  is  too  evident  and  serious  to  require 
comment. 

How,  then,  shall  the  evil  be  remedied? 

It  cannot  be  done  by  the  laws  of  the  different 
states,  acting  separately,  Wherever  that  has 
been  tried  it  has  only  served  to  aggravate  the 
confusion. 

It  can  hardly  be  clone  by  taking  the  signal  code 
in  use  upon  any  one  of  what  ai'e  considered  our 
best  managed  roads  and  adopting  it  as  a  standard. 
Even  if  it  could  be  decided  which  was  the  best 
managed  railroad  (a  thing  manifestly  impossible), 
it  would  probably  be  found  that  the  rudiments  of 
its  signal  code  were  an  inheritance  from  the  days 
of  its  infancy. 

In  considering  this  subject  the  great  difficulty, 
and  even  danger  temporarily,  of  making  any 
change  at  all  must  not  be  forgotten. 

While  the  purposes  for  which  signals  are  re- 
quired are  many,  the  materials  available  are  com- 
paratively few.  They  consist,  chiefly,  in  the  form 
and  position  of  permanent  structures  erected  at 
particular  points,  the  color  and  position  of  station- 
ary lamps  or  flags,  and  the  color  and  movements 
of  flags  or  lamps  held  in  the  hands,  or  the  move- 
ments of  the  hands  themselves;  also  strokes  of  the 
engine  gong  and  sounds  of  the  whistle.* 

A  great  variety  is  of  course  possible  in  the  form 

*  In  special  cases  torpedoes  or  fusees  are  used  as  additional  signals. 
The  regulations  governing  their  use  are,  however,  quite  uniform,  and 
are  given  in  full  in  Rule  90  further  on. 


72  Railway  Train  and 

and  general  appearance  of  permanent  signaling 
apparatus,  and  devices  almost  innumerable  have 
been  introduced  for  the  purpose.  None  of  them, 
however,  can  easily  and  quickly  be  so  radically 
changed  in  appearance  as  to  be  practically  avail- 
able for  more  than  a  very  limited  number  of 
signals.  As  a  general  rule  they  are  only  used  to 
indicate  the  position  of  particular  switches  or 
whether  the  line  in  front  is  clear  or  obstructed. 
For  the  latter  purpose  what  is  generally  known  as 
the  semaphore  is  the  simplest  and  is  quite  largely 
used.  It  consists  of  an  upright  post  with  an  arm 
hinged  at  or  near  its  top  so  that  it  may  be  dropped 
on  a  line  with  the  post  or  raised  at  any  angle  to  it 
that  may  be  desired.  The  arm  is  most  prominent 
at  right  angles  to  the  post,  and  this  position  is 
therefore  generally  recognized  and  used  as  the 
proper  one  to  indicate  "  danger"  or  "  line  blocked." 
The  arm  dropped  on  a  line  with  the  post  is  used  to 
indicate  "  all  right "  or  "  line  clear."  When  this  is 
the  case  the  arm  should  be  so  counterweighed  that 
in  the  event  of  breakage  or  derangement  of  the 
machinery  for  working  it,  it  will  rise  of  itself  to  the 
position  of  "  danger."  Some  authorities,  however, 
insist  that  "  all  right "  should  always  be  given  by  a 
positive  signal  and  not  by  the  mere  absence  of  the 
danger  signal,  and  would  use  for  that  purpose  a 
position  of  the  arm  sufficiently  prominent  to  at- 
tract attention,  but  sufficiently  distinct  from  that 
used  for  danger,  so  as  not  to  be  confounded  with  it 
under  any  circumstances,  Some,  again,  advocate 
the  use  of  a  position  intermediate  between  that  for 


Station  Service.  73 

safety  and  that  for  danger  to  indicate  caution,  while 
others  are  opposed  to  the  use  of  a  caution  signal  at 
all.  They  say  that  if  the  line  beyond  the  signal  is 
not  entirely  clear  no  train  should  be  allowed  to 
enter  upon  it  until  is  so,  at  least  not  without  com- 
ing to  a  full  stop  and  learning  definitely  the  nature 
of  the  obstruction  and  receiving  definite  permission 
to  proceed.  The  same  general  principles  apply  to 
the  use  of  other  permanent  signals  as  well  as  the 
semaphore.  This  difference  of  opinion  affords 
abundant  opportunity  for  differences  in  practice 
such  as  we  find  actually  existing. 

The  only  objects  sufficiently  distinctive  to  be 
practically  available  for  fixed  signals  at  night  are 
red  and  green  lights.  White  and  yellow  lanterns 
might  easily  be  mistaken  for  the  ordinary  station 
and  other  lights  in  general  use  near  the  tracks,  and 
blue  can  only  be  distinguished  at  a  very  short  dis- 
tance. By  day  a  somewhat  greater  variety  in 
color  may  safely  be  allowed,  but  as  it  is  generally 
recognized  that  the  signals  used  by  night  and  by 
day  should  be  closely  related,  it  is  not  generally  at- 
tempted, though  white  is  sometimes  substituted  for 
green  by  day.  Red  is  very  generally  accepted  as 
the  color  indicating  danger,  but  it  is  so  frequently 
used  where  merely  possible  danger,  or  "caution,"  is 
intended  as  to  impair  its  value  as  a  signal  of  actual 
and  positive  danger.  Green  is  also  sometimes  used 
to  indicate  "  caution."  Sometimes  one  red  light  in- 
dicates "caution  "and  two  "danger;"  a  lamp  out- 
side the  rails  means  one  thing,  between  the  rails 
5 


74  Railway  Train  and 

another.  In  all  these  matters  it  is  desirable  that 
there  should  be  definiteness  and  uniformity. 

The  number  of  flags  or  lanterns  which  can  prof- 
itably and  effectively  be  used  for  any  particular 
signal  is  necessarily  very  limited,  and  they  can  only 
be  displayed  in  the  most  definite  and  prominent 
positions,  such  as  the  front  or  rear  of  a  train,  or  on 
the  station  platform  or  at  a  considerable  height 
above  it;  intermediate  and  indefinite  positions  can- 
not be  relied  upon. 

The  only  movements  of  the  hands,  or  of  lamps 
or  flags  held  therein,  which  are  sufficiently  distinct 
to  be  practically  available  under  all  circumstances 
and  for  use  by  all  classes  of  employes  are,  up  and 
down,  across  the  track,  over  the  head  or  in  a  circle. 
The  number  of  strokes  of  the  engine  gong  or 
blasts  of  the  whistle  which  can  be  advantageously 
used  for  signaling  purposes  is  also  very  limited, 
though  some  latitude  is  allowed  in  the  latter  in- 
stance by  the  ability  to  distinguish  between  long 
and  short  blasts,  and  combinations  of  each.  Where 
reliance  is  to  be  placed  on  the  difference  between 
short  and  long  blasts  of  the  whistle  it  is,  however, 
necessary  that  the  distinction  should  be  very  plainly 
made. 

To  make  the  best  possible  use  of  these  limited 
materials  (and  such  use  must"  certainly  be  made  in 
a  system  intended  for  general  adoption),  requires 
an  intimate  practical  knowledge  of  the  needs  and 
actual  workings  of  the  service.  Even  when  the 
best  possible  code,  all  things  considered,  has  been 
framed,  there  will  hardly  be  a  single  signal  pro- 


Station  Service.  75 

posed  to  which  some  objection  cannot  be  made. 
With  many  the  great,  and  to  them  sufficient,  objec- 
tion will  be  that  it  is  not  what  they  have  been  ac- 
customed to. 

One  will  say  that    the  best    system   of   signals 
should  be  the  simplest ;  that  for  the  sake  of  simplic- 
city  and  consistency  all  the  visible  signals  should 
have  a  similarity  to  each  other.     Thus  he  will  sug- 
gest, that  the  generally  recognized  semaphore  signal 
to  stop  being  the  arm  extended  at  right  angles  to  the 
post,  the  hand  signal  to  stop  should  be  by  day  the 
arm  of  the   man  held  in  a  similar   position.      By 
night  the  same  position  of  the  arm  should  be  indi- 
cated by  repeatedly    raising  the  lamp  to   a  level 
with  the  shoulder  and  dropping  it  the  full    length 
of  the  arm.     When  a  signal  of  caution  is  given  by 
the  semaphore  it  is  generally  by  the  arm  at  a  posi- 
tion midway  between  that  for  danger  and  that  for 
safety.     The  same  signal  can  be  given  by  the  hand 
of  the  man  by  day,  dropped  from  the  position  of 
danger  for  a  short  distance,  repeating  the  operation 
as  may  be  necessary.     This  motion  slowly  given 
will   naturally   be    interpreted   "  go   slow."      The 
same  thing  may  be  indicated  by  a  similar  gentle 
motion  of  the  lamp  at  night.     The    signal  for  "all 
right,  go  ahead,"   being  given  by  the  semaphore 
arm   being  dropped   nearly  or  quite  on  a  line  with 
the  post,  the  same  may  be  given  by  the  arm  of  the 
man   dropped   down,  but  moving  on  a  level   from 
side  to  side  to  make  the  order  positive,  a  horizontal 
motion    of  the  lamp  by   night  meaning  the    same 
thing.     The  signal  to  back   up  is  seldom,  if  ever, 


76  Railivay  Train  and 

given  by  the  semaphore.  If  desired,  it  could  be 
done  by  raising  the  arm  nearly  perpendicularly 
above  the  post,  and  the  natural  sequence  would  be 
the  hand  of  the  man  by  day  or  the  lamp  by  night 
swung  above  the  head  to  indicate  the  same  order. 

Another  will  disregard  any  attempt  to  harmonize 
the  use  of  the  permanent  signals  with  those  given 
by  hand,  but  will  adhere  to  the  general  principle 
that  hand  and  lantern  signals  should  be  practically 
the  same.  Both  should  be  simple  as  possible,  and 
while  each  should  be  distinct  from  the  other  the 
transitions  from  one  to  the  other  should  be  easy 
and  natural.  Gentle  motions  of  the  hands  should 
indicate  gentle  motions  of  trains,  and  thus  swinging 
motions,  horizontal  and  over  the  head,  should  be 
used  for  forward  and  back,  both  of  course  being 
easy  at  first.  Perpendicular  motions  are  more 
naturally  energetic  and  imperative  and  also  most 
distinct,  and  should  therefore  be  used  for  stop,  the 
most  important  order  and  the  one  which  must  be 
most  quickly  obeyed. 

Another  will  urge  that  each  signal  should  be  the 
one  best  adapted  for  the  particular  purpose,  without 
reference  to  other  signals,  except  not  to  conflict 
with  them.  Thus  the  signal  to  stop  by  night 
should  be  a  light  swung  across  the  track,  as  being 
the  most  natural  thing  to  do  in  case  of  danger  and 
one  that  an  outsider,  knowing  nothing  of  signals, 
would  be  most  likely  to  adopt.  It  can  be  done 
forcibly  without  danger  of  putting  out  the  light; 
it  covers  a  wider  range  of  vision  than  any  other, 
and  is  therefore  more  likely  to  attract  the  attention 


Station  Service.  11 

\ 

of  the  engineer.  For  "  go  ahead  "  he  will  favor 
the  lamp  swung  over  the  head  as  being  easily  seen ; 
no  danger  of  putting  out  the  light,  and  the  natural 
motion  for  all  right.  To  back  the  motion  up  and 
down  is  plain,  easily  seen  and  can  be  made  to  give 
an  idea  of  the  distance  required. 

All  these  persons  will  agree  generally  as  to  the 
importance  of  uniformity,  but  they  will  not  so 
readily  agree  as  to  what  system  is  best. 

The  signals  given  to  the  engineer  by  strokes  of 
the  gong  were  adapted  from  those  in  general  use 
upon  steam  vessels :  one  for  "  go  ahead  "  or  "  stop  " 
and  two  for  "  back,"  and  on  some  roads  this 
arrangement  is  still  retained.  It  was  found,  how- 
ever, that  in  the  event  the  train  should  part  when 
running,  the  strain  on  the  cord  would  cause  one 
stroke  of  the  gong.  If  then  the  train  were  stopped 
suddenly  the  detached  portion  would  be  quite 
likely  to  come  into  collision  with  it.  In  conse- 
quence of  this  fact  many  roads  use  two  strokes  as 
the  signal  to  stop. 

As  an  illustration  of  the  diversity  of  whistle 
signals,  a  table  has  been  compiled,*  showing  the 
usages  in  this  respect  on  about  200  American  and 
Canadian  roads.  From  this  it  will  be  seen  that 
the  only  signal  the  use  of  which  is  practically 
uniform  throughout  the  country,  is  the  warning 
given  bv  the  engineer  that  he  is  about  to  back, 
three  short  blasts.  Upon  a  large  majority  of  the 
roads  the  signal  to  apply  brakes,  or  "  stop,"  is  one 
short  blast,  while  the  signal  to  release  brakes  is  two 

*  Trarelerf'  Official  Guide,  October,  iSSi. 


78  Railway  Train  and 

-. 

blasts.  Still  quite  a  number  of  roads  prefer  two 
blasts  for  "  stop "  and  one  for  "  let  go,"  and  are 
able  to  give  good  reasons  for  the  preference.  For 
instance,  they  will  claim  that  it  is  more  distinct  and 
likely  to  attract  attention,  and  that  by  the  interval 
between  the  blasts  an  intimation  can  be  given  to 
the  brakemen  whether  the  train  is  to  be  stopped  as 
quickly  as  possible  or  easily.  The  most  noticeable 
diversity  exists  in  the  signals  used  as  warnings  for 
highway  crossings,  some  twenty  different  combina- 
tions of  sounds  being  used  for  this  purpose.  The 
signal  most  generally  used  is  one  long  blast.  It  is 
also  the  one  most  generally  used  on  approaching 
stations.  Quite  a  number  of  roads  use  as  a  high- 
way crossing  signal  two  long  blasts,  followed  by 
two  short  ones;  but  so  free  use  of  the  whistle  can 
not  but  be  annoying  to  people  along  the  track,  as 
well  as  to  passengers.  A  great  diversity  is  notice- 
able in  the  other  signals.  Many  of  them  do  not 
affect  directly  the  safety  of  persons  or  property, 
their  use  being  only  a  matter  of  convenience  and  a 
saving  of  time,  and  uniformity  in  such  cases  is  not 
so  important  as  in  the  others,  but  it  is  nevertheless 
desirable.  It  would,  if  nothing  more,  be  a  valuable 
aid  in  the  matter  of  discipline  and  in  reducing  the 
running  of  trains  to  an  exact  science. 

On  many  roads  a  certain  number  or  combination 
of  strokes  of  the  gong  or  blasts  of  the  whistle  means 
one  thing  when  the  train  is  standing  and  another 
when  running,  and  this  principle  may,  if  the 
circumstances  be  duly  weighed,  be  used  to  ad- 


Station  Service.  79 

vantage  in  framing  a  code  of  signals  for  general 
use. 

In  considering  the  subject  of  whistle  signals  it  is 
necessary  to  remember  that  the  frequent  use  of  the 
whistle  impairs  its  value  as  a  warning  of  danger, 
which  is  of  course  by  far  the  most  important.  It 
is  also  a  nuisance  both  to  the  traveler  and  to  the 
community  through  which  the  train  passes,  and  its 
use  is  very  properly  prohibited  or  largely  restricted 
by  the  ordinances  of  many  cities  and  by  the  laws 
of  some  states. 

While  organixations  of  many  other  classes  of 
railway  officers  and  employes  have  been  in 
existence  for  a  long  time,  it  is  only  recently  that  an 
association  has  been  formed  among  the  superin- 
tendents in  charge  of  the  operating  departments  of 
American  roads.  Quite  naturally  one  of  the  first 
objects  considered  by  this  association  was  that  of 
signals.  The  code  thus  far  recommended  for 
adoption  by  this  association  is  embodied  in  this 
book.  The  question  of  signals  received  further 
careful  consideration  from  a  convention  of  repre- 
sentative railroad  men  held  at  Chicago  in  October, 
1883.  They  adopted  the  signals  previously  agreed 
upon  by  the  Association  of  Superintendents,  adding 
such  as  seemed  proper  to  them.  These,  with 
others,  are  also  embodied  herein,  and,  like  those  of 
the  Superintendents'  Association,  harmonize 
generally  with  those  contained  in  the  previous  edi- 
tions of  this  book. 


CHAPTER  V. 

Color  Blindness — Definition — Alleged  Danger  from  this 
Source — Tests  for  its  Detection — The  Practical  Result 
of  their  Application — Summary  of  Report  of  Commis- 
sioners on  the  Subject — Views  of  Railway  Superintend- 
ents— The  Views  of  the  Theorists — A  Possible  but  not 
an  Alarming  Danger. 

Color  blindness  is  the  inability  to  see  or 
distinguish  colors.  Total  color  blindness,  in 
which  the  perception  of  color  is  entirely  wanting, 
while  that  of  form  may  be  perfect,  is  very  rare, 
though  cases  of  the  kind  are  on  record.  It  is  alleged 
that  one  male  person  in  twenty-five,  or  four  per 
cent,  of  the  entire  male  population,  is  color  blind 
in  a  greater  or  less  degree,  while  the  proportion  of 
females  thus  affected  is  very  much  less.  Those 
who  have  made  a  special  study  of  the  matter  insist 
that  this  defect  is  not  one  of  education  or  training 
only;  that  the  persons  affected  are  not  merely 
unable  to  give  the  correct  names  of  the  colors  but 
that  they  actually  do  not  see  them  at  all  or  do  not 
see  them  as  they  are  seen  by  those  whose  vision  is 
normal.  It  is  also  asserted  that  one  of  the  most 
common  forms  of  this  defect  is  the  inability  to 
perceive  the  very  colors  which  are  most  generally 
used  as  railway  signals,  namely  red  and  green,  and 
that  many  persons  thus  affected  are  actually  em- 
ployed on  railroads  in  positions  where  a  mistake 
80 


Station  Service.  81 

in  this  regard  would  lead  to  the  most  serious  re- 
sults. In  other  words  many  train  men  can  not 
distinguish  between  the  color  which  says,  "  stop,  it 
is  dangerous  to  proceed,"  and  the  color  which 
says,  "  all  right,  go  ahead." 

The  signals  used  for  these  purposes  by  day  are 
usually  distinguished  by  form  as  well  as  color,  and 
often  by  movements  as  well,  but  for  night  signals 
we  must  depend  largely  upon  colored  lights,  and 
experience  shows  that,  whatever  be  the  defects  of 
the  few,  red  and  green  are  the  only  colors  practi- 
cally available  to  designate  danger  and  safety 
respectively. 

The  existence  of  color  blindness  has  long  been 
known  as  a  scientific  fact,  but  it  has  not  been 
generally  recognized  as  having  any  considerable 
practical  significance.  A  few  railway  and  steam- 
ship managers  have  recognized  the  possible  danger 
and  have  required  that  persons  seeking  employ- 
ment where  perception  of  color  was  important  be 
tested  in  that  regard.  These  tests  were  usually  such 
as  a  practical  man  would  suggest  for  such  a  pur- 
pose. The  person  examined  would  be  shown  the 
various  colored  signals  at  various  distances  and 
under  various  circumstances,  such  as  might  arise  in 
the  course  of  his  employment,  and  if  able  to  cor- 
rectly name  and  distinguish  them  in  each  case  the 
examination  was  considered  satisfactory.  It  is 
now  claimed,  however,  that  such  tests  are  entirely 
unreliable,  and  that  color  blindness  may  exist  with- 
out being  detected  thereby.  It  is  even  claimed  that 
this  defect  may  exist  for  years  before  the  person 


82  Railway  Train  and 

affected  is  himself  aware  of  it  and  that  when 
aware  of  it  many  are  able  to  conceal  its  existence 
from  others  unless  subjected  to  the  most  rigorous 
and  scientific  tests.  We  are  told  for  instance  that, 
while  a  person  may  see  no  difference  in  color 
between  a  red  and  a  green  flag,  or  the  light 
from  a  red  and  a  green  lantern,  the  former  will 
appear  brighter  to  him  than  the  latter,  and  that 
depending  on  this  difference  in  shade  alone  he  will 
be  able  to  correctly  interpret  the  signals  in  the 
majority  of  instances.  It  is  a  well  known  fact  that 
those  who  are  deficient  in  any  sense  are  unusually 
acute  in  others,  and  thus  one  who  is  deficient  in 
color  will  be  unusually  sensitive  to  light  and  shade. 
If,  however,  reliance  be  placed  upon  a  mere  dif- 
ference in  shade  there  is  still  apparently  a  pos- 
sibility of  mistake,  as  for  instance,  if  an  old  and 
dirty  flag  is  substituted  for  a  bright  new  one  or  a 
lantern  is  dimmed  by  fog, snow  or  sleet,  or  by  not 
being  properly  trimmed.  On  the  other  hand,  a 
correspondent,  who  is  himself  color  blind,  says: 
"  The  truth  is  the  agitation  has  arisen  from  the 
difficulty  the  normal  eyed  investigators  have  in  un- 
derstanding exactly  what  we,  the  color  blind,  really 
see.  We  could  tell  them  that  although  the  red 
and  green  lights  do  not  give  us  the  true  red  and 
green  sensation,  yet  still  they  are  strongly  con- 
trasted to  us,  and  we  are  in  no  danger  of  mistaking 
one  for  the  other." 

In  1879  Dr.  Jeffries  of  Boston,  a  specialist  in 
diseases  of  the  eye,  published  a  work  on  color  blind- 
ness in  which  the  subject  was  quite  thoroughly 


Station  Service.  83 

discussed.  Dr.  Jeffries  adopted  in  general  the 
theories  and  conclusions  of  Professor  Helmholz, 
of  Sweden,  who  had  for  a  long  time  made  a 
speciality  of  the  study  of  this  subject.  Under  the 
influence  of  Professor  Helmholz  and  by  direction 
of  the  King  of  Sweden  the  employes  on  the  state 
railroads  in  that  country  were  examined  for  color 
blindness  several  years  ago,  and  a  large  number  of 
them  who  had  never  been  suspected  of  any  such 
defect  were  found  unable  to  fulfill  the  conditions 
required  and  were  relieved  from  duty.  The 
method  of  examination  invented  and  used  by  Pro- 
fessor Helmholz  and  recommended  by  Dr.  Jeffries 
consisted  in  requiring  the  subject  to  select  from  a 
large  number  of  skeins  of  various  colored  Berlin 
worsteds  those  resembling  in  color  the  samples 
shown  him  by  the  examiner.  A  person  whose 
perception  of  colors  was  entirely  perfect  would 
have  no  difficulty  in  at  once  selecting  the  required 
skeins;  one  whose  perception  was  dull  but  not  in- 
correct would  select  the  right  ones  but  with  more 
difficulty  and  hesitation,  while  one  who  was  blind 
to  the  color  shown  by  the  examiner  would  place 
with  it  certain  colors  wholly  unlike,  the  particular 
colors  chosen  showing  to  the  experienced  observer 
the  particular  character  and  extent  of  the  color 
blindness.  The  person  examined  was  not  required 
or  allowed  to  name  the  colors,  as  it  was  not  deemed 
material  whether  or  not  he  knew  the  names,  pro- 
vided he  sawr  them  correctly. 

In  the  book  referred  to  and  in  various  communi- 
cations to  public  bodies  and  to  the  press,  Dr.  Jef- 


84  Railway  Train  and 

fries  urged  very  strongly  that  the  safety  of  the 
traveling  public  required  that  immediate  steps  be 
taken  for  a  similar  examination  of  all  railroad  em- 
ployes, with  a  view  to  the  detection  and  exclusion 
from  the  service  of  all  who  were  unable  to  distin- 
guish correctly  the  colors  used  for  signal  purposes- 
He  laid  especial  stress  upon  the  theory  that  color 
blind  persons  were  generally  able  to  distinguish 
the  signals  used  by  the  difference  in  light  and 
shade  alone,  and  would  probably  be  able  to  do  so 
if  examined  merely  by  the  signals  to  which  they 
were  accustomed,  but  that  such  reliance  was  an  ex- 
ceedingly unsafe  one,  and  would  sooner  or  later 
lead  to  serious  accidents.  He  also  insisted  that 
only  experts  could  conduct  such  examinations. 
Acting  upon  these  representations,  the  legislature 
of  Connecticut  early  in  1880,  passed  a  law  requir- 
ing that  all  locomotive  engineers,  firemen,  con- 
ductors, brakemen,  station  agents,  switchmen,  flag- 
men, gate  tenders  or  signalmen  employed  by 
railroad  companies  in  that  state,  be  examined  at  the 
expense  of  the  railroad  company  in  regard  to  color 
blindness  and  visual  power,  under  rules  prescribed 
by  the  state  board  of  health,  by  medical  experts  ap- 
pointed by  the  governor.  Any  railroad  company 
employing  a  man  in  such  positions  without  a  cer- 
tificate from  one  of  these  experts,  should  be  liable 
to  a  fine  of  $200  to  $1,000.  The  test  for  color 
blindness  prescribed  by  the  board,  was  that  recom- 
mended by  Dr.  Jeffries.  Upon  putting  the  law 
into  effect,  many  trainmen  who  had  never  been 
suspected  of  any  difficulty  in  distinguishing  the  sig- 


Station  Service  85 

nals  in  use  upon  the  roads,  were  found  unable  to 
correctly  match  the  colored  worsteds  or  fulfill  the 
other  tests  required.  The  first  man  rejected  was  one 
of  the  oldest  and  best  engineers  in  the  state;  not, 
however,  on  account  of  color  blindness,  but  be- 
cause he  could  not  distinguish  letters  and  figures 
three-eighths  of  an  inch  in  length,  25  feet  away. 
Other  experienced  and  reputable  men  were  also  re- 
jected. Instances  were  related  in  which  persons 
whose  vision  was  entirely  normal,  were  unable  to 
pass  the  examination,  simply  from  nervousness, 
and  one  man  fainted  entirely  away  under  the  or- 
deal. The  result  was  a  general  feeling  of  indigna- 
tion among  the  railway  men  of  the  state.  A  mass 
meeting  of  engineers  was  held  at  which  the  fair- 
ness of  the  tests  used  was  questioned.  It  was  de- 
manded that  they  should  be  made  by  the  colored 
signals  in  general  use,  and  the  letters  used  on  the 
signboards  of  the  railroads,  the  men  examined  to 
be  at  their -usual  posts.  The  leaders  of  the  party 
which  was  in  the  minority  in  the  legislature  which 
passed  the  obnoxious  law,  hastened  to  make  such 
political  capital  out  of  the  matter  as  they  were 
able,  while  the  nominating  convention  of  the  ma- 
jority party,  which  happened  to  be  in  session,  in- 
serted in  its  platform  a  request  to  the  state  board  of 
health,  to  make  such  immediate  modifications  in 
their  rules,  as  would  permit  all  employes  able  to 
distinguish  the  colors  and  signals  in  actual  use  at 
practical  distances,  to  retain  their  positions  until 
after  the  next  session  of  the  legislature,  and  de- 
manding that  the  legislature  at  the  first  oppor- 


86  Raihvay  Train  and 

tunity  so  modify  the  law  as  to  require  the  examina- 
tion of  railroad  employes  by  practical  tests  in  the 
hands  of  practical  men  only.  The  legislature  not 
only  did  this,  but  before  the  close  of  the  session  re- 
pealed the  law  altogether,  relegating  the  entire 
subject  to  the  control  of  the  railroad  companies. 

In  Massachusetts  the  legislature,  instead  of  at 
once  acting  upon  the  subject,  referred  it  to  the 
Board  of  Railroad  Commissioners  with  instructions 
to  investigate  and  report.  Their  report,  presented 
in  1880,  presents  with  the  accompanying  comments 
a  very  full  and  interesting  discussion  of  the  whole 
subject.  A  few  extracts  may  serve  to  show  its 
general  tenor: 

"  Of  course  it  is  unsafe  to  employ  a  man  afflicted 
with  color  blindness;  he  must  be  discarded.  It 
would  be  false  sympathy  and  misguided  pity  that 
would  retain  him.  But  it  would  be  at  once  foolish 
and  cruel  to  remove  3  or  4  per  cent,  of  our  rail- 
road employes  if  they  are  in  fact  fully  qualified  to 
perform  their  duties."  *  "  Persons 

who  have  been  pronounced  to  be  color  blind 
prove  on  examination  to  have  full  perception  of 
the  colors  of  lanterns  when  placed  at  great  dis- 
tances and  under  trying  circumstances. 
Employes  who  are  theoretically  color  blind 
promptly  distinguished  white,  red,  blue  and  green 
lights  at  a  great  distance  while  engines  were  going 
out  and  coming  in,  with  all  the  attendant  annoy- 
ance of  smoke  and  steam.  The  same  men  also 
distinguished  by  daylight  red,  green  and  white 
flags  at  a  like  distance  without  failure,  while  a  per- 


Station  Service.  87 

son  totally  color  blind  who  happened  to  be  present 
on  one  occasion  pronounced  a  scarlet  flag  to  be 
black  when  it  was  held  directly  before  his  face." 
*  *  "  Nor  is  an}7  case  recorded,  so  far  as 

is  known  to  this  board,  of  a  'color  blind'  man  who 
could  distinguish  red  from  green  in  clear  weather 
and  who  has  mistaken  red  for  green  in  foggy 
weather."  The  conclusions  of  ihe  board  are  as 
follows:  "i.  That  the  existence  of  colorblind- 
ness, total  and  partial,  is  a  well  established  fact,  and 
that  there  are  men  who,  by  reason  of  such  defect, 
are  unfit  for  positions  on  railroads  requiring  ability 
to  distinguish  color  signals.  2.  That  the  extent 
of  dangerous  color  blindness,  i.  e.,  such  colorblind 
ness  as  unfits  persons  for  railroad  employment,  has 
been  greatly  exaggerated,  and  that  a  very  small 
per  cent,  of  persons  are  for  this  reason  unfit  for 
such  employment.  3.  That  examination  may  be 
properly  made  by  persons  not  medical  experts,  and 
that  such  examination  will  certainly  be  sufficient  if 
doubtful  cases  are  referred  to  such  experts.  4. 
The  board  recommends  that  every  railroad  com- 
pany shall  have  an  annual  examination  of  every 
employe  whose  duties  require  or  may  require 
capacity  to  distinguish  form  or  color  signals,  and 
that  no  one  shall  be  so  employed  who  has  not  been 
thus  examined.  The  examination  should  refer  to 
color  blindness  and  to  other  defects  in  vision.  It 
should  include  all  who  are  in  any  way  connected 
with  the  movements  of  trains.  5.  The  board 
does  not  recommend  any  legislation  on  the 
subject." 


88  Railway  Train  and 

In  spite  of  the  closing  recommendation  of  the 
Commissioners,  the  Legislature  of  Massachusetts  in 
1 88 1  passed  a  law  requiring  all  railroad  employes 
whose  duties  required  them  to  distinguish  form  and 
color  signals  to  be  examined  at  least  once  in  two 
years  for  color  blindness  or  other  defective  sight 
by  some  competent  person  at  the  expense  of  the 
railroad  company.  The  law  did  not  require  that 
the  examination  should  be  made  by  a  medical  ex- 
pert, though  Dr.  Jeffries  announced  his  intention 
of  contesting  in  the  courts  the  question  as  to 
whether  any  other  should  be  considered  a  com- 
petent person. 

I  am  not  aware  that  any  other  States  besides 
Massachusetts  and  Connecticut  have  passed  laws 
making  the  examination  of  railroad  employes  for 
color  blindness  compulsory,  but  the  agitation  has 
had  the  effect  to  call  attention  to  the  subject  as 
containing  a  possibility  of  danger,  and  many  rail- 
road companies  have  voluntarily  instituted  exami- 
nations of  their  employes  in  this  regard.  Few,  if 
any,  of  them  have,  however,  insisted  on  the  arbi- 
trary dismissal  of  old  and  otherwise  reliable  and 
valuable  servants  because  of  failure  to.  meet  the 
test  prescribed  by  the  scientists,  provided  they 
were  able  to  prove  their  ability  to  distinguish 
promptly  and  positively  between  the  signals  in 
actual  use. 

With  a  view  of  obtaining  practical  information 
on  the  subject  the  publishers  of  the  Railway  Age 
addressed  inquiries  to  150  superintendents  through- 
out the  country  as  follows: 


Station  Service.  89 

i.  Have  any  accidents  occurred  on  your  road  resulting 
from  "color  blindness"  among  employes?  If  so,  how 
many?  2.  Length  of  time  covered  by  your  observations? 
3.  Approximate  the  number  of  employes  (different  persons) 
for  that  period.  4.  Do  you  think  compulsory  examination 
of  employes  for  "color  blindness"  desirable,  or  that  it  would 
promote  the  safety  of  travel?  5.  Can  train  signals  be  ar- 
ranged (if  not  already  so)  that  employes  whose  power  to 
discriminate  between  shades  of  color  may  be  defective  can 
recognize  them  without  difficultv? 

To  these  inquiries  answers  were  received  from  32  super- 
intendents in  charge  of  roads  covering  13,000  miles  of  track 
and  whose  observation  has  extended  to  30,000  or  40,000 
emploves,  which  answers  may  be  summarized  as  follows: 

22  do  not  think  examination  desirable. 
4  are  doubtful  about  its  desirability. 

6  consider  examination  desirable. 

1 8  say  train  signals  can  be  arranged  as  suggested. 

7  are  in  doubt  on  this  subject. 
7  express  no  opinion  on  it. 

All  concur,  however,  in  saying  that  they  know  of  no 
accidents  caused  by  color  blindness. 

One  noteworthy  circumstance  in  connection 
with  this  subject  is  the  fact  that  not  a  single  rail- 
way accident,  in  this  country,  has  been  definitely 
proven  to  have  been  caused  by  the  mistaking  of 
signals  through  color  blindness,  though  those  who 
seek  to  magnify  the  danger  from  this  cause  are 
able  to  specify  instances  where  this  might  have 
been  the  case.  But  the  absence  of  positive  proof 
is  not  conclusive  that  accidents  may  not  have 
occurred  from  color  blindness,  though  it  serves 

'  O 

to  confirm  the  opinion  of  the  Massachusetts  Com- 
missioners that  the  danger  has  been  exaggerated. 
Cases  have  occurred  of  collisions  of  vessels  in 
which  it  was  afterwards  demonstrated  that  one  or 
both  pilots  were  affected  by  color  blindness.  It 
may  be  said  in  this  connection  that  any  doubt  as  to 
the  color  of  signals  at  sea  is  much  more  likely  to 


90  Railway  Train  and 

lead  to  accident  than  on  a  railroad.  The  engineer 
in  case  of  doubt  can  at  least  stop  his  train  till  the 
truth  is  ascertained,  while  to  stop  the  vessel  would 
often  be  to  leave  her  directly  in  the  path  of  the  one 
approaching.  This  would  not,  however,  justify 
the  employment  or  retention  of  an  engineer  to 
whom  the  question  as  to  whether  any  signal  meant 
danger  or  safety  was  at  any  time  a  matter  of 
doubt. 

Color  blindness  when  it  exists  is  most  frequently 
congenital ;  it  may,  however,  result  from  sickness, 
old  age,  the  immoderate  use  of  stimulants,  notably 
tobacco,  or  from  accident,  especially  if  accom- 
panied by  contusion  of  the  brain.  It  is  therefore 
not  sufficient  (where  examinations  are  required) 
that  employes  be  examined  in  this  regard  on  enter- 
ing the  service,  but  such  examination  should  be 
repeated  at  stated  periods,  and  especially  after  any 
severe  sickness  or  accident. 


CHAPTER  VI. 

Dictionary  of  some  of  the  Technical  Terms  in  use  in  Con- 
nection with  the  Train  and  Station  Service  of  a  Rail- 
way Company. 

Before  proceeding  to  describe  the  rules  and  reg- 
ulations governing  the  train  service,  it  will  not  be 
out  of  place  to  define  (for  the  benefit  of  the  un- 
initiated) some  of  the  technical  terms  used  in  the 
operation  of  trains.  They  are  briefly  as  follows: 

Ahead  of  Time. — When  a  train  reaches  a  place 
before  it  is  due  at  such  place,  according  to  the 
schedule  or  special  order  under  which  it  is  run- 
ning, it  is  said  to  be  ahead  of  time;  in  advance  of 
its  time.* 

Behind  7"ime. — When  a  train  fails  to  reach  a 
point  at  the  time  specified  in  the  schedule  or  special 
order  under  which  it  is  operated,  it  is  said  to  be 
behind  time;  when  a  train  is  late. 

Block  System. — A  system  devised  for  the  expe- 
ditious movement  of  trains  without  jeopardizing 
life  or  property.  Under  the  block  system  the 
track  of  a  road  is  cut  up  into  short  sections  of  a 
few  miles  in  length  called  blocks.  Not  more  than 
one  train  is  allowed  on  a  block  at  a  time,  except  as 
noted  below.  When  a  train  passes  off  from  a 

*  It  is  one  of  the  most  imperative  and  obviously  necessary  rules  of 
all  railway  companies  that  no  regular  train  shall  lea^•e  a  station  ahead 
of  its  schedule  time. 

91 


92  Railway  Train  and 

block  the  fact  is  at  once  telegraphed  to  the  ope- 
rator at  the  opposite  end  of  such  block;  the  track 
thus  becomes  free  for  the  use  of  any  following 
train.  Until  receipt  of  this  notice  no  train  is  per- 
mitted to  enter  the  block  without  specific  notice  in 
each  instance  that  the  block  is  already  occupied 
and  that  its  speed  must  be  governed  accordingly. 
Under  the  block  system  the  officials  of  a  train  are 
warned  and  the  train  is  itself  protected  when  the 
road  is  obstructed  by  preceding  trains. 

Brake. — In  railway  parlance  an  apparatus  at- 
tached to  engines  and  cars  for  the  purpose  of 
bringing  them  under  more  complete  control,  to  be 
used  when  occasion  requires  in  lessening  their 
speed  or  stopping  them  when  in  motion.  "  A 
piece  of  mechanism  for  retarding  or  stopping  mo- 
tion by  friction,  as  of  a  carriage  or  railway  car,  by 
the  pressure  of  rubbers  against  the  wheels."- 
Webster.  The  application  of  this  power  or  fric- 
tion to  the  wheels  is  called  "  setting  the  brakes," 
"  set  the  brakes,"  "  the  brakes  are  set." 

Cars. — The  cars  employed  by  a  railroad  in  the 
conduct  of  its  business  may  be  enumerated  as  fol- 
lows, viz. :  In  passenger  trains,  baggage,  business, 
dining,  directors',  drawing-room,  express,  hotel, 
mail,  milk,  officers',  palace,  passenger*  first-class, 
passenger  second-class,  parlor,  pay,  saloon,  sleeping 

*  Passenger  cars  are  called  coaches  or  carriages  in  England.  In 
Europe  the  passenger  cars  are  divided  into  compartments,  with  sepa- 
rate entrances  on-each  side  of  the  car.  The  compartments  of  first-class 
carriages  usually  contain  seats  for  eight,  four  on  each  side.  In  the 
lower  classes  there  is  no  partition  between  the  seats,  and  a  greater 
number  of  passengers  can  consequently  be  accommodated.  Passengers 
in  different  compartments  of  first  and  second  class  cars  can  not  com- 
municate with  each  other  (the  partitions  extending  to  the  ceiling)  and 
are  isolated  from  the  officials  in  charge  of  the  train.  The  water-closet 
to  be  found  in  all  our  passenger  cars  is  generally  unknown  abroad. 


Station  Service.  93 

and  smoking.  In  freight  trains,  boarding,  box, 
caboose,  ditching,  dump,  flat,  freight,*  horse-boxes, 
mineral,  oil,  ore,  paint,  pile-driver,  platform,  refrig- 
erator, stock,  way,  and  wrecking. 

Classes  of  Trains.—"  Regular,"  "  Extra,"  and 
"Wild." 

Clearing  a  Train. — Keeping  out  of  the  way  of 
a  train.  Arriving  at  a  meeting,  or  passing  point, 
before  the  train  to  be  cleared  is  due.  As  "  clearing 
a  train  ten  minutes." 

Closed  Switch — When  a  switch  is  "  closed  "  the 
principal,  or  main  track,  is  uninterrupted,  continu- 
ous, not  diverted. 

Construction  Train. — A  train  employed  exclu- 
sively in  the  transportation  of  material  belonging 
to,  and  used  by,  a  railroad  company  in  connection 
with  the  improvement  of  its  property,  or  the  build- 
ing of  new  lines.  It  usually  embraces  trains  en- 
gaged in  hauling  ballast,  dirt,  gravel,  stone  and 
timber,  or  employed  in  removing  earth  from  ditches 
and  cuts.  Trains  occupied  in  the  work  last  de- 
scribed are  frequently  called  ditching  trains. 

Extra  J^rains. — A  train  not  expressly  contem- 
plated or  provided  for  in  the  schedule.  It  is  run 
for  the  purpose  of  expediting  the  business  of  the 
road;  to  accommodate  the  traffic  that  can  not  be 
hauled  in  the  regular  trains  without  delay.  It  fol- 
lows a  regular  train  usually  of  its  own  grade  and 
possesses  the  same  schedule  rights  as  the  train  it  is 
followinof. 

O 

Flying  Switch. — The  disconnecting   of  a   por- 

*  Culled  wagons  in  Great  Britain. 


94  Railway  Train  and 

tion  of  a  train  while  in  motion  and  just  before 
reaching  a  switch,  the  forward  part  of  such  discon- 
nected train  accelerating  its  speed  to  such  a  degree 
as  to  enable  it  to  reach  and  pass  the  switch  in  time 
for  the  person  in  charge  thereof  to  divert  the  de- 
tached cars  that  are  following,  to  some  other  track. 

Grade  of  Trains. — The  grade  of  trains  varies 
upon  different  roads,  but  it  may  be  stated,  approx- 
imately, in  "order  as  follows:  The  first  grade  em- 
braces the  four  classes  of  passsenger  trains,  viz.:  ex- 
press and  through  mail,  local  mail,  suburban,  and 
accommodation.  The  second  grade  embraces  the 
three  classes  of  freight  trains,  viz. :  live-stock, 
through  and  way.  The  third  grade  embraces  the 
wild  trains,  viz.:  the  trains  operated  under  special  or 
telegraphic  orders,  including  construction  and  wood 
trains. 

Holding  a  Train. — Delaying  a  train  for  any 
reason.  A  train  may  be  held  for  orders,  until 
some  other  train  arrives,  until  a  brake  can  be 
repaired. 

Irregular  Train. — See  "  wild  trains." 

Keep  off  the  Time  of  a  Train. — A  direction  not 
to  obstruct  the  main  track  or  attempt  to  occupy  it 
when,  according  to  the  schedule,  it  rightfully  be- 
longs to  another  train. 

Lost  its  Rights. — See  "  when  a  train  has  lost  its 
rights." 

Lost  Time. — The  time  that  a  train  has  lost,  tak- 
ing the  schedule  as  a  basis.  If  a  train  is  behind 
time  it  may  be  said  to  have  "  lost  time." 


Station  Service.  95 

Main  Track. — The  main  track  or  tracks  of  a 
road  upon  which  its  trains  are  run. 

Making  Time. — Signifies  that  a  train  is  running 
in  accordance  with  the  time  allotted  it  in  the  sched- 
ule; is  not  losing  time.  When  a  train  is  recovering 
the  time  it  has  lost,  (generally  by  running  faster 
than  usual),  it  is  said  to  be  "  making  up  its  time." 

Meeting  Point. — A  point  at  which  trains  mov- 
ing in  opposite  directions  meet. 

Movement  of  Trains  by  Telegraph. — Tele- 
graphic orders  directing  the  movement  of  trains. 
The  manipulation  of  trains  from  a  central  office 
through  the  medium  of  orders  sent  by  telegraph. 
The  substitution  of  special  orders  for  the  fixed 
time  and  rights  allotted  trains  in  the  schedule,  and 
in  the  rules  and  regulations  appertaining  thereto. 
Directing  what  trains  shall  have  the  right  to  the 
road,  and  where  and  when  they  shall  run  without 
reference  to  the  rights  allotted  them  in  the 
schedule. 

On  Time. — Means  that  a  train  is  conforming 
exactly  to  the  time  specified  in  the  schedule;  in  ac- 
cord with  it. 

Open  Switch. — When  a  switch  is  "open"  the 
main  track  from  one  direction  is  connected  with  a 
subsidiary  or  collateral  track,  while  the  main  track 
from  the  opposite  direction  is  not  connected  with 
anything.  "  Open  a  switch  "  is  to  disconnect  the 
principal  track  and  connect  one  part  of  it  with 
some  other  track. 

Overshooting-. — Running  past  a  point,  as  "  over- 
shooting "  a  station. 


96  Railway  Train  and 

Passing  Point. — A  place  where  a  train  is  over- 
taken and  passed  by  another  train  going  in  the 
same  direction. 

Regular  Train. — A  train  specifically  named 
and  graded  in  the  schedule,  as  "  Passenger  train 
No.  3." 

Right  to  the  Road. — The  right  of  a  train  to  pro- 
ceed on  its  course.  The  right  to  occupy  the  main 
track  at  a  particular  time  and  place,  to  the  exclu- 
sion of  all  other  trains  of  the  same  or  inferior  grade. 
In  the  absence  of  special  orders  to  the  contrary, 
trains  of  an  inferior  grade  are  required  to  keep  out 
of  the  way  of  trains  of  a  superior  grade,  i.  e.,  when 
a  train  of  a  superior  grade  is  due  according  to  the 
schedule,  trains  of  an  inferior  grade  must  not 
occupy  the  main  track  until  the  superior  train  has 
passed. 

Rights  of  a  7^rain. — Certain  rights  that  a  train 
possesses  as  defined  by  the  schedule  and  the  rules 
and  regulations  governing  the  movements  of  trains. 
The  right  a  train  has  to  proceed  according  to  the 
time  allotted  it  in  the  schedule,  when  it  can  do  so 
without  impeding  the  course  of  a  train  of  a  superior 
grade,  or  when  not  otherwise  ordered.  The 
rights  a  train  of  a  superior  grade  possesses  over 
trains  of  an  inferior  grade.  The  rights  under 
certain  circumstances  which  a  train  going  in  one 
direction  possesses  over  trains  going  in  the  opposite 
direction,  etc. 

Running  Against  a  Train. — When  two  trains 
are  to  meet  at  a  certain  point  they  are  said  to  be 
running  against  each  other. 


Station  Service.  97 

Running   7^ime  of  Trains. — See  "  Time." 

Rtin  Regardless. — A  special  or  telegraphic 
order  to  run  a  train  regardless  of  another  specified 
train  or  trains.  An  order  giving  a  train  the  right 
to  the  road  against  another  train  as  "  You  will  run 
from  Fort  Edward  to  Glens  Falls  regardless 
of  train  No.  9,  keeping  out  of  the  way  of  all 
other  regular  trains." 

Schedule  or  Time  7^able. — The  schedule  accu- 
rately fixes  the  grade  of  each  and  every  regular 
train ;  it  provides  where  trains  shall  meet  or  pass 
each  other;  it  fixes  the  maximum  speed  of  trains, 
and  gives  each  regular  train  a  definite  number,  and 
specifies  the  time  of  its  arrival  at  and  departure 
from  stations.*  The  rules  and  regulations  govern- 
ing the  movement  of  trains  properly  form  a  part 
of  the  schedule,  and  with  these  it  is  the  chart  that 
in  the  absence  of  special  or  telegraphic  orders  to 
the  contrary  governs  the  movements  of  trains. 

Semaphore. — "An  apparatus  or  piece  of  mechan- 
ism for  exhibiting  signals  to  convey  information 
from  a  distance." —  Webster. \ 

Setting  a  Switch. — Arranging  a  switch  so  as  to 
connect  certain  specified  tracks.  When  a  switch 
is  adjusted  so  as  not  to  disconnect  the  main  stem,  it 
is  said  to  be  "set  for  the  main  track."  The  direc- 
tions to  trainmen  and  others,  so  often  to  be  met 
with,  to  see  that  "switches  are  set  right,"  means 

*  The  schedules  published  in  the  various  railway  guides  are  in 
form  substantially  the  same  as  those  used  bv  trainmen. "  They,  however, 
name  only  passenger  trains,  while  the  working-  time  tables  show  both 
passenger  and  freight  trains. 

t  For  a  description  of  the  ordinary  form  of  semaphore  see  page  72. 


98  Rail-way  Train  and 

that  they  are  to  see  that  switches  are  so  adjusted 
as  not  to  disconnect  the  main  track. 

Shunting — The  English  term  for  switching. 

Side  Track. — A  track  varying  in  length  and 
running  parallel  with  the  main  track,  and  con- 
nected with  it  at  each  end  by  a  switch.  With  un- 
important exceptions,  the  freight  cars  required  to 
transport  the  traffic  of  railroads  are  loaded  and  un- 
loaded while  standing  upon  these  tracks ;  the  tracks 
at  the  different  stations  vary  in  number  and  length 
with  the  business  that  requires  accommodation. 
For  the  purpose  of  enabling  trains  to  meet  and 
pass  each  other  upon  the  road,  side  tracks  of  vary- 
ing length  are  required  to  be  located  at  convenient 
points  along  the  line.  The  terms  familiar  to  rail- 
way men,  "will  take  a  side  track,"  "will  side 
track,"  means,  when  robbed  of  the  peculiar  phrase- 
ology in  which  they  have  been  clothed,  that  the 
train  referred  to  will  run  upon  and  occupy  a  side 
track. 

Sidings.— ^^  "  Side  Track." 

Signals. — Train  signals.  The  medium  by 
which  under  certain  circumstances  intelligence  is 
conveyed  quickly,  and  at  a  distance  between  em- 
ployes at  night  and  by  day,  through  the  medium 
of  the  human  senses.  The  signals  consist  of  mo- 
tions of  the  arms  and  body;  of  fusees  or  tor- 
pedoes placed  upon  the  track;  of  flags  and  other 
devices  of  different  colors  for  use  during  the  day ; 
of  lamps  of  varying  color  and  significance  for  use 
at  night,  and,  finally,  of  information  conveyed 
through  the  medium  of  the  semaphore.  Certain 


Station  Service.  99 

letters,  figures,  and  combinations  are  in  common 
use  as  signals  upon  telegraph  lines  for  the  purpose 
of  expediting  business. 

Slipping  the  Wheels.* — When  the  wheels  do 
not  revolve  (the  engine  or  train  being  in  motion) 
they  are  said  to  slip. 

Special  Trains. — A  train  provided  for  a  special 
purpose.  It  is  not  named  in  the  schedule,  and  is 
moved  under  the  special  orders  of  the  Superin- 
tendent. A  wild  train. 

Trains  of  a  certain  character  or  grade,  like  sub- 
urban or  way-passenger  trains,  are  designated  as 
special  trains  upon  some  lines.  Upon  still  other 
roads,  what  we  have  already  classified  as  an  extra 
train,  is  called  a  special  train.  A  special  train  is 
an  extra  train  in  this,  that  it  is  operated  for  the 
purpose  of  meeting  a  want  that  the  regular  trains 
do  not  adequately  provide  for. 

Spur  Track. — A  track  connected  only  at  one 
end  with  the  main  track;  it  sometimes  runs  paral- 
lel with  the  latter,  the  same  as  a  side  track.  These 
tracks  are  constructed  for  the  purpose  of  giving  a 
company  access  to  gravel  pits,  stone  quarries,  and 
outlying  manufactories  and  business  ^enterprises, 
etc.,  etc. 

Station. — A  place  where  the  passenger  traffic  of 
a  railroad,  and  much  of  its  freight  traffic  as  well, 
is  received  and  discharged ;  the  depot  and  its  im- 
mediate vicinity.  In  the  movement  of  trains  a  side 
track  located  at  an  isolated  point  on  the  line,  pos- 
sesses, in  many  important  respects,  the  same  sig- 

*    It  is  termed  "Skidding-  the  Wheels  "  in  Great  Britain. 


100  Railway  Train  and 

nificance  as  a  station;  a  place  where  trains  meet  or 
pass  each  other. 

Switch. — A  mechanical  apparatus  constructed 
at  the  junction  of  two  or  more  tracks,  or  at  points 
where  one  or  more  lines  diverge  from  the  princi- 
pal track.  It  is  operated  by  a  lever  and  cross  bar, 
and  by  its  aid  lines  diverging  from  the  principal 
track  are  connected  or  disconnected  at  pleasure 
with  the  latter.  In  England  a  switch  is  spoken  of 
as  "  the  points,"  what  we  call  a  switchman  being 
there  termed  a  "  pointsman." 

"  To  turn  from  one  railway  track  to  another. "- 
Webster. 

Switching —  Called  "  Shunting1"1  on  English 
roads. — The  transfer  of  a  car  from  one  track  to  an- 
other. The  manipulation  of  cars  in  yards  and  else- 
where. The  arranging  and  re-arranging  of  cars  in 
making  up  trains  so  as  to  get  them  in  the  order  de- 
sired. The  arranging  of  cars  upon  the  arrival  of 
trains  at  their  destination  or  while  en  route. 

Third  Track. — A  third  track  or  siding  placed 
between  the  main  tracks  of  a  double  track  road  for 
the  purpose  of  enabling  trains  to  pass  each  other 
with  facility  and  dispatch.  A  track  occupied  by 
trains  of  an  inferior  grade  for  the  purpose  of  allow- 
ing trains  of  a  superior  grade  to  pass. 

Through  Train. — A  train  designed  to  accom- 
modate the  through  traffic  or  (in  the  case  of  a  pas- 
senger train)  the  traffic  between  the  large  cities  at 
which  it  stops. 

Time. — The  time  allotted  to  trains  by  the  sched- 
ule and  by  which  their  movements  are  governed. 


Station  Service.  101 

In  some  cases,  though  rarely,  special  orders  are 
given  to  trains  to  run  to  a  specified  point  in  the 
event  they  can  reach  such  point  by  or  before  a  cer- 
tain time  named  in  the  order. 

Time   Table.— See  "  Schedule." 

Train  Dispatcher. — An  assistant  of  the  Super- 
intendent. The  official  who  directs  the  movement 
of  trains  by  telegraph;  an  expert. 

J^rains. — The  trains  operated  upon  our  various 
railroads  maybe  specified  as  follows,  viz.:  ballast, 
coal,  dirt,  excursion,  freight,  gravel,  mineral,  oil, 
ore,  passenger,  pay,  stock,  stone,  timber,  wood,  and 
wrecking.*  What  are  called  "  freight  trains  "  may 
be  said  to  embrace  practically  all  the  trains  en- 
gaged exclusively  in  transporting  merchandise  and 
other  property  for  which  a  railway  company  re- 
ceives pay. 

Tttrn  a  Siuitch.  To  "  turn  a  switch  "  is  to  dis- 
connect one  track  from  the  main  stem,  substituting 
another  track  in  its  place. 

Turn  Out.— See  "  Side  Track." 

Way-Bill. — An  itemized  account  of  property 
transported ;  a  statement  of  the  articles,  the  amount 
of  the  charges,  the  point  from  and  to,  date,  car 
number,  etc. 

Way  Train. — A  train  that  stops  at  the  various 
stations  and  is  occupied  in  doing  the  petty  or  local 
business  of  a  company.  An  accommodation  train. 
A  way  passenger  train  or  way  freight  train  stops 
at  all  regular  stations.  The  duties  of  employes  on 
way  freight  trains  are  multifarious  as  well  as 

*    In  England  a  wrecking  train  is  called  a  breakdown  van  train. 


Railway  Train  and 

arduous.  In  addition  to  the  ordinary  duties  of 
trainmen  they  are  compelled  to  handle  much  of  the 
freight  hauled  in  their  trains.  For  instance,  a 
freight  car  sometimes  contains  freight  in  small 
quantities  for  several  different  points.  It  is  the 
duty  of  trainmen  to  unload  this  freight.  When 
the  freight  to  be  shipped  from  a  station  is  not  suf- 
ficient to  warrant  the  exclusive  use  of  a  car,  it  is 
piled  upon  the  depot  platform  to  be  loaded  by  the 
trainmen  into  some  empty  or  partially  loaded  car. 
The  engines  of  way  freight  trains  do  the  switch- 
ing required  at  the  small  stations. 

When  a  Train  has  Lost  its  Rights. — A  regular 
train,  when  twelve  hours  behind  time,  loses  its 
right  to  the  road  against  all  regular  trains.  It  is 
no  longer  recognized  or  provided  for  by  the 
schedule.  It  ceases  to  be  a  regular  train,  and  it  is 
classed  thereafter  as  an  extra  or  wild  train.  A 
train  may  lose  its  right  as  against  a  particular  train 
or  trains,  and  still  possess  rights  that  are  paramount 
over  those  of  other  trains.  Upon  a  single  track 
road  a  train  of  the  highest  grade  going  in  a  certain 
direction  is  not  allowed  to  leave  a  station  where  it 
should  meet  a  train  of  its  own  grade,  until  thirty 
minutes  after  its  leaving  time.  Thereafter  it  pro- 
ceeds on  its  course,  keeping  thirty  minutes  behind 
its  time,  and  the  opposing  train  must  keep  out  of 
its  way.  Trains  of  an  inferior  grade  cannot  pro- 
ceed until  trains  of  a  superior  grade  that  are  due, 
or  past  due,  have  arrived,  unless  the  latter  are 
twelve  or  more  hours  behind  time. 

Whistling  Post. — A  post  or  board  erected  in  the 


Station  Service.  103 

vicinity  of  stations  and  crossings.  A  signal  to  the 
engineman  to  sound  the  whistle  of  his  engine. 

Wild  Train. — An  irregular  train  for  which  no 
provision  is  made  in  the  schedule.  It  is  opera- 
ted under  orders  from  the  Superintendent,  and  is 
required  to  keep  out  of  the  way  of  regular  and 
extra  trains  unless  especially  directed  otherwise. 

Wood  Train. — A  train  engaged  in  hauling  the 
wood  required  by  a  railway  company  for  its  own 
use. 

Y. — A  track  of  the  general  shape  of  the  letter 
Y.  A  track  connecting  two  tracks  running  at 
right  angles  with  each  other.  This  track,  or  com- 
bination of  tracks,  affords  a  convenient  means  of 
turning  trains  or  cars. 


CHAPTER  VII. 

Plans  Pursued  in  Arranging  and  Compiling  the  Rules";md 
Regulations. 

The  directions  in  the  succeeding  chapters  in  ref- 
erence to  train  and  station  service  have  been  com- 
piled without  prejudice  from  the  rules  and  regula- 
tions in  force  upon  some  twenty  of  the  greatest, 
most  thoroughly  organized,  and  best  managed 
roads  upon  this  continent.  The  workings  of  all 
the  principal  roads  of  Great  Britain  have  also  been 
studied,  and  such  of  their  rules  and  regulations  as 
were  thought  applicable  to  our  system  of  manage- 
ment have  been  embodied  herein.  In  many  cases 
where  present  or  former  regulations  are  not  direct- 
ly or  wholly  applicable,  they  have  nevertheless 
been  inserted  as  foot-notes  for  the  purpose  of  illus- 
trating other  theories  and  peculiarities  or  for  the 
information  and  instruction  they  afford.  Many  of 
the  rules  are  original  with  the  author. 

In  compiling  the  accompanying  instructions,  it 
has  been  necessary  in  many  instances  to  decide  be- 
tween conflicting  rules.  In  such  cases  preference 
has  been  given  to  those  that  seemed  under  all  the 
circumstances  of  the  case  to  be  the  most  feasible, 
or  that  possessed  the  greatest  practical  value  in  the 
economy  of  railway  management. 

The  object  of  the  compiler  has  been  to  form 
104 


Station  Service.  105 

from  the  regulations  now  in  force  upon  various 
lines  a  more  perfect  code  of  rules. 

The  compilation  has  not  been  made  with  the 
view  or  expectation  of  its  adoption  by  any  particu- 
lar company.  Wherever  the  rules  are  applicable 
or  valuable  to  railway  managers,  either  wholly  or 
in  part,  they  will  in  time  undoubtedly  be  accepted ; 
where  they  are  not  applicable,  or  best,  they  ought 
not  to  be  adopted,  and  will  not  be. 

While  it  has  been  the  aim  of  the  writer  to  make 
the  regulations  embodied  herein  practicable  upon 
any  of  our  lines,  it  is  nevertheless  true  that  many 
rules  that  are  imperative  upon  one  line  possess  no 
relevancy  elsewhere,  or,  more  properly  speaking, 
they  are,  under  ordinary  circumstances  unneces- 
sary. The  double  track  road,  for  instance,  does 
not  require  rules  so  elaborate  as  those  governing 
the  use  of  a  single  track,  still  it  is  necessary  to  pro- 
vide rules  sufficiently  comprehensive  so  that  in  the 
event  any  accident  restricts  the  company  to  the 
use  of  one  track  the  safety  of  trains  will  not 
be  endangered  nor  the  business  of  the  road 
impeded. 

The  company  that  can,  without  inconvenien- 
cing the  public,  allow  twenty  minutes  between  its 
trains,  will  possess  rules  that,  while  they  are  wise 
in  their  application  by  that  particular  company, 
would  be  cumbersome  and  impracticable  upon  a  line 
where  the  business  required  that  trains  should  ar- 
rive and  depart  every  five  minutes,  as  is  the  case 
upon  certain  English  roads  during  particular  por- 
tions of  the  day. 
7 


106  Railway  Train  and 

One  object  of  the  compiler  in  preparing  these  in- 
structions has  been  to  place  within  the  reach  of 
railway  men,  of  every  grade  and  occupation, 
facilities  for  acquiring  accurate  knowledge  of  the 
extent  and  scope  of  the  duties  and  responsibilities 
of  train  and  station  men  under  the  system  of 
manipulating  trains  generally  prevalent  in  the 
United  States. 

An  examination  of  the  rules  and  regulations  of 
the  best  managed  companies  makes  it  apparent 
that  many  seemingly  trivial  but  really  important 
things  that  employes  should  possess  accurate 
knowledge  of  are  nowhere  mentioned ;  it  being 
accepted  as  a  matter  of  course  that  the  employes 
possess  the  desired  knowledge.  And  it  is  doubt- 
less true  that  those  familiar  by  long  experience 
with  the  practical  working  of  trains  do  possess  this 
knowledge,  but  the  novice  or  student  finds  the 
omissions  of  a  character  not  to  be  overcome  except 
by  long  experience  or  diligent  and  protracted  in- 
quiry, which  but  few  of  them  are  able  to  prosecute 
successfully.  The  writer  has  therefore  introduced 
new  rules  and  explanations  wherever  he  believed 
they  would  tend  to  a  clearer  understanding  of  the 
subject.  And  in  reference  to  the  construction  of 
the- old  rules  adopted  by  him,  he  has  altered  and 
amended  their  purport  or  phraseology  wherever 
greater  efficiency  or  clearness  could  be  secured  by 
such  alteration  or  amendment;  the  object  being  so 
far  as  possible  to  frame  a  code  of  rules  sufficiently 
comprehensive  to  cover  great  enterprises  as  wrell  as 


Station  Service.  107 

comparatively  unimportant  or  partially  completed 
ones.* 

*  The  more  minute  rules  and  regulations  of  the  block  system  hav- 
ing no  general  significance  in  the  United  States,  and  not  being  likely  to 
have  for  many  years  to  come,  have  not  been  embodied  herein.  The 
general  regulations  applicable  to  that  system  are,  however,  given. 


CHAPTER   VIII. 

Signals  Required  by  Railway  Companies — Train  Signals, 
Enginemen's  Signals — Conductor's  Signals  bv  Bell  Cord 
— Signals  by  Hand  or  Lamp— Regulations  Governing 
the  Use  of  Signals. 

I.       SIGNALS    REQUIRED    BY  RAILWAY 
COMPANIES. 

2.  Flags  of  the  proper  color  must  be  used  as 
signals  by  day,  and  lamps  of  the  proper  color  must 
be  used  at  night  or  in  foggy  weather.     All 'lamps 
and  flags  used  as  signals  must  be  kept  clean  and 
bright. 

3.  "  Signal  lamps  must  be  lighted  as  soon  as  it 
commences  to  be  dusk,  and,  during  the  interval  be- 
tween daylight  and  dark,  both  day  and  night  sig- 
nals must  be  used."* 

4.  Hand-lamps   and   hand-flags,  when  used  as 
signals,  must  be  held  in  the  hand,  unless  otherwise 
directed. 

5.  Red  signifies  danger,  and  is  a  signal  to  stop. 
It  must  never  be  used  as  a  caution  signal.      In  the 
absence  of  a  red  light,  a  white  light  waved  slowly 
from  side  to  side,  must  be  used;  it  denotes  danger, 
— Stop. 

*  English  Clearing  House  Standard. 

108 


Station  Service.  109 

6.  Green  signifies  caution,  and  is  a  signal  to  go 
slowly.* 

7.  White  signifies  safety,  and  is  a  signal  to  go 
on.f 

8.  Green  and  white  is  a  signal  to  be  used  to 
stop  trains  at  signal  stations.  J 

9.  Blue  is  a  signal  to  be  used  by  car  inspectors. 

10.  A  lantern  swung  across  the  track,  a  flag, 
hat  or  other  object  of  any  kind,  waved  violently 
on  the  track,  signifies  danger,  and  is  a  signal   to 
stop. 

11.  An  exploding  cap  or  torpedo  clamped  to 
the  top  of  the  rail,  is  an  extra  danger  signal,  to  be 
used  in  addition  to  the  regular  signals  at  night,  in 
foggy  weather,  and  in  cases  of  accident  or  emer- 
gency, when  other  signals  cannot  be  distinctly  seen 
or  relied  upon.     "  Every  guard,  signalman,  engine- 
driver,  gateman,  foreman  of  work,  and  ganger  of 
platelayers,  will  be  provided  with  packets  of   deto- 
nators, which  they  are  always  to  have  ready  for  use 

*Out  of  fifteen  American  roads  examined,  eight  of  them  do  not  use 
green  as  a. signal.  Upon  one  road  it  indicates,  when  carried  upon  en- 
gines, that  another  engine  is  following,  and  that  such  engine  possesses 
all  the  rights  of  the  engine  carrying  the  signal.  Upon  another  line  it 
indicates  that  an  engine  or  train  is  following,  but  that  it  possesses  no 
rights,  and  will  keep  out  of  the  way.  Upon  another  road  it  indicates, 
when  carried  upon  an  engine,  that  such  engine  or  train  is  wild  or  irreg- 
ular. Upon  another  line-  it  indicates  that  the  telegraph  line  is  out  of 
order.  Upon  another  line  it  indicates,  when  carried  upon  the  rear  car, 
that  the  train  is  a  regular  train.  Upon  another  line  it  is  used  at  tele- 
graph stations  to  stop  trains  for  orders.  Upon  another  line  when  dis- 
played at  a  switch  it  indicates  that  such  switch  is  set  for  the  main  track. 

f"At  some  large  stations,  where  there  are  lamps  showing  white 
lights  for  other  purposes  than  signaling,  which  come  in  the  line  of  the 
signals,  a  green  light  is  substituted  for  a  white  light  on  the  signal 
post ;  but  in  all  such  cases  trains  are  to  approach  and  pass  through 
such  stations  with  caution." — G.  M".  Jiy.,  England, 

%  When  a  train  does  not  stop  at  a  station,  unless  signaled,  such 
station  becomes  a  signal  station,  so  far  as  that  particular  train  is  con- 
cerned, but  generally  speaking,  we  understand  a  signal  station  to 
mean  a  small  and  unimportant  place  where  trains  do  not  stop  unless 
signaled. 


110  Railway  J^rain  and 

while  on  duty,  and  every  person  in  charge  of  a  sta- 
tion must  keep  a  supply  of  these  signals  in  a  suit- 
able place,  known  by,  and  easy  of  access  at  all 
times  to,  every  person  connected  with  the  station. 
All  the  persons  above  named  will  be  held  respon- 
sible for  keeping  up  the  proper  supply  of  detonat- 
ors. These  signals  must  be  placed  on  the  rail 
(label  upwards)  by  bending  the  clasp  round  the 
upper  flange  of  the  rail  to  prevent  their  falling  off. 
When  an  engine  passes  over  a  detonator  it  ex- 
plodes with  a  loud  report,  and  the  engine-driver 
must  instantly  shut  off  steam,  and  bring  his  engine 
to  a  stand,  and  then  proceed  cautiously  to  the  place 
of  obstruction,  or  until  he  receives  an  "all  right" 
signal.  Detonators  must  be  carefully  handled,  as 
they  are  liable  to  explode  if  roughly  treated.  It  is 
necessary  to  keep  them  well  protected  from  the 
damp.  At  intervals  of  not  more  than  two  months, 
one  from  each  person's  stock  must  be  tested,  to  in- 
sure that  they  are  in  good  condition."  * 

12.  The  explosion  of  one  of  these  signals  is  a 
warning  to  stop. the  train  immediately.  If  the  first 
explosion  is  followed  immediately  by  a  second, 
the  speed  of  the  train  need  only  be  slackened,  but  a 
sharp  look-out  must  be  kept  for  the  regular  danger 
signals.  Should  a  third  torpedo  be  exploded  at 
the  regulation  distance  (600  yards)  from  the  first 
two.  the  train  must  be  stopped  at  once.f 

*  English  Standard. 

t  Exposure  to  rain  or  wet  for  thirty  minutes  destroys  or  impairs  the 
explosive  qualities  of  torpedoes,  and,  in  such  cases,  too  much  reliance 
should  not  DC  placed  upon  them.  "When  in  snowy  weather  there  is 
any  probability  of  the  detonators  being  swept  from  the  rails  by  the 
brooms  attached  to  the  guard-irons  of  the  engines,  these  signals  must 
not  be  depended  on  alone.  The  guard  must  not  rejoin  his  train,  even 


Station  Service.  Ill 

13.  A  fusee    must  be  used  as  an  extra  caution 
signal.    It  must  be  lighted  and  placed  on  the  track 
by   the  flagman  of  passenger  trains  at  night,  or  in 
foggy  weather,  whenever  the  train  is  not  making 
schedule  speed.     A  train  finding  a  fusee  burning 
upon  the  track,  must  stop  and  not  proceed  until  it  is 
burned  out,  and  then  very  cautiously  until  the  next 
station,  or  point  where  the  whereabouts  of  the  pre- 
ceding train  can  be  learned,  is  reached.* 

14.  A  semaphore  arm  extended   in    horizontal 
position  by  day,  or  a   red  light  by  night,   signifies 
danger,!  and  trains  must  come  to  a  full   stop,  and 
not  proceed  until  the  signaf  has  been   changed   by 
the  man  in  charge,  so  as  to  indicate  that  all  is  right. 
When  the  line  is  clear  and  free  for  the  passage   of 
trains,  the  arm  will  not  be  seen    by  day,J  and    by 

though  it  may  be  able  to  proceed,  unless  some  qualified  servant  of  the 
company  can  he  found." — (it.Xor.  Jf'y  Enff. 

***Sell-Igniting  Signals. — The  Louisville  .V  Nashville  Co.  has  just 
adopted  the  improved  self -igniting  signal  on  its  whole  system;  it  is  in- 
tended to  obviate  what  few  accidents  would  otherwise  occur  on  the 
road  by  a  train  running  into  another  which  had  been  delayed  through 
accident.  Heretofore,  the  danger  in  these  cases  has  always  resulted 
from  the  necessity  that  the  delayed  train  had  to  recall  the  flagman 
with  his  red  lantern  at  night  before  starting  off,  and  where  a  collision 
occurs  it  generally  takes  place  before  the  forward  train  was  well  under 
way.  The  rule  of  the  road  now  requires  the  flagman  to  stick  the  spear 
point  of  the  Roman-candle  or  fusee  in  a  cross-tie  in  the  track,  and 
then  strike  the  cap  on  the  head  of  it.  For  fifteen  minutes  after  the 
brakeman  leaves  the  fusee  it  throws  out  a  stream  of  red  fire  about  ten 
feet  high,  and  his  train  is  thus  enabled  to  get  under  full  headway  be- 
fore the  train  following  can  have  time  to  run  into  it.  The  conductor  of 
a  train  upon  seeing  the  ret!  tire  issuing  from  the  fusee  stops  until  the 
matter  is  investigated  and  the  candle  burns  out.  This,  of  course,  allows 
the  necessary  time  for  the  forward  train  to  get  under  full  headway. 
The  usual  pfan  of  placing  torpedoes  on  the  track  just  in  the  rear  of  the 
delayed  train  is  still  to  be  kept  up,  the  torpedoes  being  placed  between 
the  burning  fusee  and  the  expected  train.  All  passenger  and  freight 
trains  running  out  of  the  I-ouisville  depot  last  night  were  provided 
with  these  fusees,  which  are  kept  in  tin  cases  to  be  hung  up  inside  the 
baggage  and  way  cars". — Naskvtile  Amerifan,  Am?.  /<?,  1883, 

t"  The  danger  signal  is  shown  by  the  arm  on  the  left  hand  side  of 
the  semaphore  post  standing  out  from  the  post." — (ircut  Western  Jfnil- 
-:>uy,  England. 

*  "The  'all  right'  signal  is  shown  by  the  arm  hanging  down  to  the 
side  of  the  post." — Gr,-ut  Western  Rinf-.-uy,  England. 


112  Railway  Train  and 

night  a  white  light  will  indicate  that  all  is  right 
for  trains  to  proceed.  During  storms,  or  in  foggy 
weather,  great  caution  must  be  observed.  If 
semaphore  arm  or  signal  lights  can  not  be  plainly 
seen,  trains  must  be  brought  to  a  full  stop,  and  not 
be  allowed  to  proceed  until  all  is  known  to  be 
right. 

15.  Red  signals  must  be  used  by  telegraph  opera- 
tors and  others  where  the  order  to  stop  a  train  is 
imperative. 

l6.       TRAIN  SIGNALS. 

17.  Each  train,  or  engine  without  a  train,  while 
running  after  sunset,  or  during  the  day  in  foggy 
weather,  must  display  the  white  head-light  in  front 
of  the  engine.* 

1 8.  Head-lights  upon  engines  must  be  kept  in 
good  order,    and  always    lighted    when  running 
after  dark,  but  they  must  be  covered  when  waiting 
on  turnouts  clear  of  the  main  track. 

*  19.  Each  passenger  train,  and  each  through 
freight  train,  while  running,  must  have  a  bell- 
cord  attached  to  the  signal  bell  of  the  engine, 
passing  through  or  over  the  entire  length  of  the 
train,  and  secured  to  its  rear  end. 

20.  Each  train  while  running  must  display  two 
red  flags  at  the  rear  by  da}-.  Passenger  trains 
running  at  night,  or  in  foggy  weather,  must  have 
two  large  red  lights  on  the  rear  platform.  Freight 

*  "The  engines  carry  a  white  light  in  front  of  the  passenger  trains, 
and  a  green  light  in  front  of  the  gcods,  cattle,  mineral,  and  ballast 
trains,  hut  north  of  Doncaster  they  carry  two  white  or  two  green  lights, 
to  distinguish  between  goods  and  passenger  trains." — Great  Northern 
Railway,  England. 


Station  Service.  113 

and  working  trains  running  at  night,  or  in  foggy 
weather,  must  have  three  red  lights  at  rear  of  the 
train,  one  being  placed  on  each  side  of  the  rear  car, 
near  the  top,  and  the  other  on  the  rear  platform  of 
rear  car,  or  in  the  cupola,  if  the  car  is  built  with 


one.* 

21.  Engines,   if  alone,  running   at  night  or  in 
foggy  weather,  must  carry  one  red  light  on  rear 
of  tender. 

22.  A  red  lantern  must  be   kept  lighted   and 
ready  for  use  at  night  or  in  foggy  weather  in  the 
rear  car  of  trains,  also  upon  engines. 

23.  All  side  lights  must  be  covered  and  the  cyl- 
inder cocks  of  engines  must  be  closed  when  trains 
are  waiting  on  turnouts,  clear  of  the  main  track. 

24.  Should  an  engineman  observe  a  train  or 
engine  at  a  stand,  on  the  opposite  line  to  that  on 
which  he  is  traveling,  obscured  by  steam  or  smoke, 
he  must  sound  his  whistle  and  approach  it  very 
cautiously,  so  as  to  be  able  to  stop  if  necessary. 

25.  Two  green  flags  by  day,  and  two  green 
lights  at  night,  carried  in  front  of  an  engine,  denote 
that  the  engine  or  train  is  followed  by  another  en- 
gine or  train,  running  on  the  same  schedule  time.f 
The    engine  or  train  thus  signaled   is  entitled  to 
precisely  the  same  schedule  rights  and  privileges  as 
the  engine  or  train   carrying  the  signals  up  to  the 
point  where  the  signals  are  withdrawn,  whether 

*  "Every  train  traveling-  on  the  line  must  have  a  signal  lamp  at- 
tached to  the  last  vehicle,  by  day  as  well  as  by  night,  except  when  as- 
sisted by  .in  engine  in  the  rear,  when  such  engine  must  carry  the 
signal." — Foreign  Road. 

|A  wild  train  or  a  train  operated  under  telegraphic  orders,  is  not 
allowed  under  any  circumstance's  to  carry  signals  for  a  following  train. 


114  Railway  Train  and 

signals  are  carried  to  a  meeting  point  or  to  an  in- 
termediate station.* 

26.  Two  green  and  two   white  flags  (one  of 
each  kind  on  each  side)  by  day  and  two  green  and 
two  white  lights  by  night  indicate  that  the  engine 
or  train  carrying  the  same  is  followed  by   another 
which  is  irregular  and  will  keep  out  of  the  way  of 
all  regular  trains. 

27.  Two  white  flags  by  day,  and  two  white  lights 
at  night,  when  carried  in  front  of  an  engine,  indicate 
that  the  engine  or  train  is  wild,  but  the  order  for 
wild  trains  to  carry  such  signals  is  not  imperative. 

28.  A  yellow  flag  or  lantern  carried  in  front  of 
an  engine  denotes  that  the  telegraph  line  is  out   of 
order,  and  the  track  men  of  the  various  sections  of 
road  over  which  this  signal  is  carried  must  at  once 
examine  the  telegraph  lines,  for  the  whole   length 
of   their  several   sections,  carefully  and  promptly 
repairing  any  defects  they  may  discover. 

29.  A  blue  flag  by   day,   and   a   blue  light  at 
night,  placed  in  the  drawhead,  or  on  the  platform 
or  step  of  a  car,  or  upon  the  track,  at  the  end  of  a 
train    or   car,   denotes  that   car-repairmen    are  at 
work  underneath  the  said  car  or  cars.     The  car  or 
train  thus  protected  must  not  be  disturbed  until  the 
blue  signal  is  removed  by  the  car-repairmen. 

*"  A  special  train  to  follow  is  indicated  hy  the  preceding-  train  carry - 
rying  on  the  last  vehicle  a  red  board  or  a  red  flag  by  day,  and  an  addi- 
tional red  tail  lamp  by  night,  but  as  special  trains  or  engines  have 
frequently  to  be  run  without  previous  notice  of  any  kind,  it  is  necessary 
for  the  staff  along  the  line  to  be  at  all  times  prepared  for  such  extra 
trains  or  engines."— Eng.  Standard. 


Station  Service.  115 

30.     ENGINEMEN'S  SIGNALS. 

31.  One  short  blast  of  the  whistle  is  a  signal  to 
apply  the  brakes — stop ! 

32.  A   blast   of   the  whistle,   of  five   seconds' 
duration,  is  a  signal  for  approaching  stations,  rail- 
road crossings,  junctions  and  drawbridges. 

33.  A  blast  of  two  seconds  duration  is  a  signal 
for  highway  crossings. 

34.  Two  long  blasts  of  the  whistle  is  a  signal 
to  loosen  the  brakes. 

35.  Two  short  blasts  of  the  whistle  when  run- 
ning, is  an  answer  to  the   signal   of   conductor  to 
stop  at  the  next  station. 

36.  Three   short  blasts   of  the    whistle   when 
standing,  is  a  signal  that  the  engine   or   train   will 
back. 

37.  Three  short  blasts  of  the  whistle  when  run- 
ning, is   a   signal    to   be   given   by   trains,   when 
carrying  signals  for  a  following  train,  to  call    the 
attention    of   trains    they    meet    or   pass,  to    the 
signals.  • 

38.  Four  long  blasts  of  the  whistle  is  an  order 
to  the  signalman  to  return  to  the  train. 

39.  Four  short  blasts  of  the  whistle  is  a  signal 
to  switchman  to  open  the  switch  so  that  the  engine 
or  train  may  occupy  the  side  track. 

40.  Five  short  blasts  of  the   whistle  is   a  call 
for  signals  to  be  sent  out  to  protect  the  train. 

41.  Six  short  blasts  of  the  whistle  is  the  engine- 
man's  call  for   signals   at   signal  boxes,   switches, 
drawbridges  and  elsewhere. 


116  Railway  Train  and 

42.  A  succession  of  short  blasts  of  the  whistle 
is  an  alarm  for  live  stock,  or  for  persons   walking 
or  standing  upon  the  track;  it  is  a  signal   to    train- 
men of  danger  ahead. 

43.  CONDUCTORS'  SIGNALS  BY  BELL  CORD. 

44.  One  stroke  of  the  signal  bell  when  the   en- 
gine is  standing,  is  a  notice  to  start. 

45.  One  stroke  of   the   signal   bell  while  the 
train  is  running  will  be  regarded  as  a  warning  that 
the  train  may  have  parted;  the  engineman  will  at 
once  ascertain  if  such  is  the  case,  and  if  so  take 
measures   to  prevent  collision  with  the  detached 
portion.     If  the  train   is  all    right   the   cord    has 
probably  been  pulled  by  an  unauthorized  person; 
the  engineman  will  slacken  speed  so  as  to  bring 
the  train  under  control,  but  will  not  stop  without 
a  proper  signal  from  the  conductor,  unless  he  has 
reason  to  believe  it  dangerous  to  proceed. 

46.  Two  strokes  of  the  signal   bell  when  the 
engine  is  running,  is  a  notice  to  stop  at  once.* 

47.  If  after  the  strokes  have  been  given  to  stop 
the  train  and  before  it  stops,  it  is  found  to  be  un- 
necessary to   stop,   one   stroke  will  be  a  signal   to 
the  engineman  that  he  may  go  on. 

48.  Two  strokes  of  the   signal   bell  when  the 
engine  is  standing,  is  a  notice  to  call  in  the  signal- 
man. 

*  "  Every  guard,  when  traveling,  must  keep  a  good  look-out,  and 
should  he  see  any  reason  to  apprehend  danger,  he  must  use  his  best 
endeavors  to  give  notice  thereof  to  the  engine-driver.  Should  a  guard 
wish  to  attract  the  attention  of  the  engine-driver,  he  must,  in  addition 
to  using  the  communication,  where  such  exists,  apply  his  brake  sharply 
and  release  it  suddenlv.  This  operation  repeated  several  times  is  almost 
certain,  from  the  check  it  occasions,  to  attract  the  notice  of  the  engine- 
driver,  to  whom  the  necessary  '  caution,'  or  '  danger  '  signal,  as  the  case 
may  require,  must  be  exhibited." — Eng.  Standard. 


Station  Service.  117 

49.  Three  strokes  of  the  signal  bell  when  the 
engine  is  standing,  is  a  notice  to   back  the  train. 

50.  Three  strokes  of  the  signal  bell  when  the 
engine  is  running,  is  a  notice  to  stop  at  the   next 
station. 

51.  Four  strokes  of  the  signal  bell  when  the 
engine  is  running,  is  a  notice  to  reduce  speed. 

52.       SIGNALS  BY    HAND    OR    LAMP. 

53.  The  hand,  hat  or  lamp  raised   and  lowered 
vertically,  is  a  signal  to  go  ahead. 

54.  If  waved  at  right  angles  to  the  track,  it  is  a 
danger  signal  or  a  signal  to  stop.* 

55.  If  swung  in  a  circle  it  is  a  signal  to  back 
the  train. 

56.  When  whirled  round  and  round,  vertically 
at  arm's  length  across  the  train,  it  is  a  signal  that 
the  train  is  broken  apart.     This   signal  should  be 
continued  until  answered  by  the  engineman. 

57.       REGULATIONS       GOVERNING       THE       USE      OF 
SIGNALS. 

58.  When  upon  duty  e;,ch  trainman  must  carry 
three  torpedoes  in  his  pocket.     Trains  must  also 
be  provided  with  fusees  for  use  as  directed. 

59.  Unnecessary  sounding  the  whistle  is  pro- 
hibited, as  its  excessive  use  impairs  its  value   as  a 
signal  of  danger. 

60.  The  whistle  must  riot  be  used  as  a  signal 
for  the  stopping  of    a   train,    except   in    case    of 

"The   danger  signal  'to  stop  '  is  shown  by  a  red   flag,  or,  in  the 


RV.  Eng 


118  Railway  Train  and  x 

danger,  if  it  can  be  avoided.    It  must  never  be  used 
as   the   signal   for   starting  a  passenger  train. 

61.  When  shifting  or  moving  in  yards  and  at 
stations,  the  engine  bell  should  be  rung,  but  the 
whistle  must  only  be  used  in  cases  of  absolute  ne- 
cessity. 

62.  The  whistle   must   not   be  sounded  while 
passing  a  passenger  train,  except  in  cases  of  emer- 
gency or  danger. 

63.  The  engine  bell  must  always  be   rung  be- 
fore starting  an  engine  or  train. 

64.  When  passing  or  meeting  trains  on  main 
track  or  sidings,  and  when  passing  through  tun- 
nels, or  through  the  streets  of  cities,  towns  and 
villages,  the  engine  bell  must  be  rung. 

65.  The  engine  bell  must  be  rung  from  a  point 
one-eighth   of   a  mile  from   every   road-crossing, 
until  the  road-crossing  is   passed. 

66.  The  whistle  must   be   sounded  at  all  road- 
crossings  at  grade,    where    whistling    posts    are 
placed. 

67.  When  two  or  more  engines  are  coupled  in 
a  train  carrying  signals  for  a  following  train,  each 
engine  must  carry  signals. 

68.  When  one  flag  or  light  (signal)  is  carried  in 
front  of  an  engine,  it  must  be  regarded  the  same 
as  if  two  were  displayed,  but  enginemen  will  be 
held  responsible  for  the  proper  display  of  all  the 
signals  required  by  the  rules. 

69.  The  combined  green  and  white  signal  is  to 
be  used  to  stop  trains  only  at  the  signal  stations 
designated  on  the  schedule.     When  it  is  necessary 


Station  Service.  119 

to  stop  a  train  at  a  point  that  is  not  a  signal  station 
for  that  train,  a  red  signal  must  be  used. 

70.  Switch  signals  will  be  arranged  so  as  to 
show  white*  when  the  switch  is  set  for  the  main 
track,  and  red  when  set  for  the  siding,  crossing  or 
junction. 

71.  All     trainmen,     stationmen,      switchmen, 
watchmen,  signalmen,    operators,    track  foremen 
and  others,  whose  duties  at  any  time  require  them 
to  use  signals,  must  provide  themselves  with  such 
signals,  and  keep  them  on  hand,  in  good   order, 
ready  for  immediate  use. 

72.  No  new  signal  must  be  brought  into  use, 
nor  any  alteration  made  in  the  position  or  use  of 
any  existing  signal,  without  the  authority  of  the 
proper  officer, 

*  Green  may  be  used  if  thought  more  desirable. 


CHAPTER  IX. 

Classes  and  Grades  of  Trains — Rights  of  Trains — Rule  90 
— How  to  Protect  Trains  when  Standing  upon  the  Main 
Track,  or  when  the  Track  is  Obstructed — When  Trains 
Break  in  Two — Trains  Running  with  Care — Trains 
must  Stop — Trains  Meeting  or  Passing  each  Other — 
Trains  Approaching  Stations — Trains  Following  Other 
Trains — Keeping  off  the  Time  of  other  Trains — Delayed 
Trains — Extra  Trains — Construction  and  Fuel  Trains — 
Wild  Trains — The  Speed  of  Trains — Directions  Refer- 
ring More  Particularly  to  Double  Track  Roads — Third 
Track,  or  Middle  Sidings — Coupling  Cars — Miscellane- 
ous Orders  Relative  to  Trains — The  Track  Instructions 
to  Section  Foremen. 

73.      CLASSES    AND    GRADES    OF  TRAINS. 

74.  There  are  three  classes  of  trains : — regular, 
extra  and  wild. 

75.  Regular  trains  are  those  that    are  specifi- 
cally enumerated  on  the  time  table. 

76.  Extra  trains  are  those  that  are  following 
regular  trains  under  signals ;  they  possess  all  the 
rights  of  regular  trains. 

77.  Wild  trains  embrace  all  other  classes,  in- 
cluding those  running  under  special  orders  or  other- 
wise.     They    are   sometimes   called   irregular   or 
special  trains. 

78.  The  grade  of  trains  and  their  relative  im- 
portance to  each  other  may  be  stated  generally  in 
the  following  order: 

120 


Station  Service.  121 

79.  Passenger: — Express,  mail,  accommoda- 
tion and  way. 

50.  Freight: — Stock,  through,  and  way. 

51.  Construction  and  fuel  trains. 

82.  All  trains  will  be  graded  on  the  schedule 
in  the  order  of  their  preference.  A  train  of  an 
inferior  grade  must,  in  all  cases,  keep  out  of  the 
way  of  a  train  of  superior  grade. 


S3- 


RIGHTS  OF  TRAINS. 


84.  Trains  going  west  have  the  right  of  track 
over  trains  of  the  same  or  inferior  grade  going 
east  for  thirty  minutes  beyond  their  schedule  time, 
after  which  they  lose  their  rights  against  eastward 
bound  trains  of  the  same  or  superior  grade,  and 
must  thereafter  keep  out  of  the  way.  Trains  going 
west  will  at  a  meeting  station  wait  five  minutes 
for  the  expected  train,  and  will  then  proceed, 
keeping  five  minutes  behind  schedule  time  until 
the  train  is  met,  except  that  trains  of  a  superior 
grade  will  not  wait  for  trains  of  an  inferior  grade. 
The  five  minutes  is  allowed  for  possible  variations 
in  watches,  and  must  not  be  used  by  either  train.* 

*  This  rule  is,  of  course,  intended  for  a  single  track  road,  and  is 
based  on  the  supposition  that  trains  going  west  have  the  right  of  road. 
It  may  be  made  to  read  in  any  other  direction  desired.  According  to 
this  rule,  if  the  train  going  west  was  delayed  thirty  minutes,  the  train 
going  east  would  wait  that  length  of  time  at  the  meeting  point,  after 
which  it  would  proceed  on  its  way,  keeping,  however,  thirty  minutes 
behind  its  schedule  time,  until  the  delayed  train  was  met.  The  time 
which  trains  must  wait  varies  upon  different  roads,  and  sometimes  upon 
different  divisions  of  the  same  road;  thus  upon  one  division  thev  will 
wait  thirty  minutes,  while  upon  a  neighboring  division  they  will  be  re- 
quired to  wait  an  hour.  In  the  event  a  company  owning  a  double  track 
road,  should,  for  anv  reason  be  compelled  to  restrict  itself  to  the  use  of 
one  track,  trains  in  one  direction  should  have  the  right  of  track  over 
trains  in  an  opposite  direction,  the  same  as  provided  for  single  trark 
roads.  In  other  words,  all  the  peculiarities  of  operating  trains  upon  a 
single  track  road  would  be  enforced.  In  England,  special  provision  is 
8 


122  Railway  Train  and 

85.  Should  a  train  having  the  right  to  the  road 
be  directed  not  to  leave  a  station  until  a  specified 
time,  unless  another  train  has  arrived,  the  train  so 
held  will  wait  the  usual  five  minutes  for  possible 
variation  of   watches,   before    proceeding,   if    the 
train  does  not  arrive  by  the  time  specified. 

86.  When  a  train  has  orders  to  run    regardless 
of  a  specified  train,  it  gives   the  train  under   such 
orders  no  rights  over  any  other  train. 

87.  Special  orders  for  moving  trains  are  for  the 
persons  to  whom  they  are  directed,  and  other  per- 
sons must  not  use  such  orders  as  authority  for  mov- 
ing their  trains. 

88.  Upon  a  single  track  road,  when  a   train    is 
twelve    hours   or   more   behind    its  time,   as   per 
schedule,  it  thereby  loses  all  its   rights  to  the  road 
against  all  kinds  of  trains,  and  can  afterwards  only 

made  for  operating  a  single  track  in  case  of  a  break;  the  trains  are  con- 
ducted there  over  the  line  under  the  immediate  direction  of  a  pilot  g-uard, 
and  no  train  is  allowed  to  pass  over  the  track  unless  the  pilot  is  person- 
ally present  on  such  train  ;  or  if  there  are  two  or  more  trains  following-, 
he  accompanies  the  last,  the  forward  trains  carrying  his  order  to  pro- 
ceed. This  order  they  deliver  to  the  agent  at  the  end  of  the  single  fine. 
Upon  many  roads  trains  are  ordered  to  leave  the  starting  point  on  time, 
whether  trains  of  the  same  or  inferior  grade  that  are  due  or  past  due 
have  arrived  or  not.  In  such  cases  delayed  trains  are  instructed  to  keep 
out  of  the  way  without  reference  to  the  3O-minute  rule.  "Trains  of  a 
class  will  start  on  their  time  from  each  end  of  the  road,  although  :i  train 
maybe  due  from  the  opposite  direction.  All  westward  bound  trains 
have  the  right  to  the  road  against  all  eastward  bound  trains,  for  one 
hour  after  their  own  time,  at  any  station,  per  table.  After  that  hour 
the  right  to  the  road  belongs  to  the  eastward  trains  ;  but  no  eastward 
train  must  leave  any  station  (until  the  westward  train,  which  was  the 
cause  of  the  delay,  has  been  passed)  for  not  less  than  one  hour  after  its 
own  time,  per  table.  After  passing  the  delayed  train,  it  can  make  up 
what  time  it  can  safely.  It  must  be  clearly  understood  that  t hi 
ward  train  which,  after  an  hour's  delay,  is  entitled  to  the  road, 
has  not  acquired  this  right  against  any  Other  train  than  the  one  which 
was  the  cause  of  the  delay.  This  rule  is  not  intended  to  give  anv  rights 
to  a  train  of  an  inferior  class  against  a  train  of  a  superior  class;  but  it  is 
only  to  affect  the  trains  of  the  same  class  in  regard  to  each  other. 
Westward  bound  trains  of  the  same  class  are  entitled  to  the  main  track 
at  the  turnouts,  but  will  take  the  side-track  when  arriving  in  time  to  do 
so,  if  it  is  known  that  a  train  has  to  be  passed  at  such  station,  except  at 
side-tracks  having  but  one  opening,  when  the  train  will  enter  which 
c;:n  do  so  head  first." — Regulations  Illinois  Road,  1853. 


Station  Service.  123 

proceed    as    an    extra  or    wild   train   by    special 
orders.* 

89.  In  case  of  accident  to  the  engine  of  a  train 
of  superior  grade,  the  conductor  of  such  train  may 
take  the  engine  from  the  train  of  an  inferior  grade, 
and  proceed  to  destination,  reporting  the  fact  from 
the  next  telegraph  station. 

90.       HOW  TO    PROTECT    TRAINS  WHEN    STANDING 

UPON    THE    MAIN    TRACK,    OR    WHEN    THE   TRACK 

IS     OBSTRUCTED. f 

(Xote. — The  accompanying  instructions  are  intended  to 
applv  to  average  roads  with  average  traffic,  and  are  based 
on  the  principle  that  safety  is  at  all  times  superior  to  every 
other  consideration.  Of  course  there  are  roads  where  it  is 
possible  for  the  conductor  of  a  delayed  train  to  know  posi- 
tivelv  that  no  other  train  can  reach  him  in  time  to  cause 
accident,  and  where  the  placing  of  signals  would  cause  use- 
less delay.  Such  cases  should  be  provided  for  by 
special  rules  and  regulations,  which  would  be  out  of  place 
in  a  \\ork  of  this  character.  No  rule,  it  may  be  observed, 
should  be  provided,  on  any  road,  which  is  not  necessary, 
and  which  can  not  be  enforced.) 

a.  When  for  any  reason  a  train  is  detained 
upon  the  main  track,  and  the  road  is  thereby  ob- 
structed, danger  signals  must  be  sent  in  both  direc- 
tions from  the  obstruction  to  stop  any  trains  or 

*  Until,  therefore,  a  regular  train  is  twelve  hours  or  more  late  it  is 
only  necessary  for  it,  as  it  proceeds,  to  keep  off  the  time  of  regular 
trains,  of  the  same  or  superior  grade;  until  the  expiration  of  the  time 
stated,  wild  trains  must  keep  out  of  its  way.  Upon  many  lines  a  train 
docs  not  lose  its  rights  under  the  regulations  of  the  schedule  until  it  is 
24  hours  or  more  behind  time. 

t  Frequent  reference  is  made  to  rule  "90"  as  we  proceed,  in  con- 
nection with  the  duty  conductors  and  others  are  under  of  protecting 
trains  against  the  possibility  of  accident  whenever,  from  any  cause, 
trains  are  compelled  to  occupy  the  main  track  beyond  the  time  allotted 
them,  or  when,  from  any  other  cause,  the  track  is  obstructed.  The 
rules  and  regulations  especially  applicable  to  the  protection  of  trains 
under  such  circumstances  on  an  ordinary  double  track  road,  arc  em- 
bodied farther  on  under  the  head  of  directions  applicable  only  to 
double  track  lines. 


124  Rail-way  Train  and 

engines  which  may  be  approaching.*  At  a  point 
six  hundred  yards  (paces)  from  the  train,  one  tor- 
pedo must  be  placed  on  the  rail.  At  a  point 
twelve  hundred  yards  (paces)  from  the  train,  two 
torpedos  must  be  placed  on  the  rail,  three  yards 
(paces)  apart.  The  signalman  will  then  return  to 
a  point  nine  hundred  yards  (paces)  from  the  train, 
and  must  remain  there  until  recalled  by  the  whistle 
of  the  engine,  but  if  a  passenger  train  is  due,  the 
signalman  in  the  direction  of  such  passenger  train 
must  remain  until  it  arrives.  When  recalled,  the  sig- 
nalman will  remove  the  torpedoes  nearest  the  train, 
but  the  torpedoes  located  three  yards  apart  must 
be  left  on  the  rail  as  a  signal  of  caution  to  ap- 
proaching trains. 

In  the  event  fusees  are  used  in  addition  to  tor- 
pedoes to  protect  trains,  the  signalman  must  place 
such  fusee  nine  hundred  yards  from  the  train.  The 
fusee  must  not  be  lighted  until  the  signalman  is 
recalled. 

As  the  delayed  train  moves  on,  the  torpedoes 
in  advance  of  such  moving  train  should  be  removed 
from  the  rail.  Upon  double  track  roads  it  will  not 
be  necessary  to  send  the  signals  in  advance  unless 
the  opposite  track  is  also  obstructed.  When  it  is 
necessary  to  send  the  signals  in  advance,  the  fire- 
man must  peform  such  duty,  and  if,  from  any 
cause,  he  is  unable  to  go  forward  promptly,  the 
front  brakeman  must  be  sent  in  his  place. f  When 

*  Upon  a  single  track  road,  in  the  event  there  is  no  train  due  coming' 
from  the  opposite  direction,  it  is  doubtful  whether  it  is  necessary  that 
the  signals  should  be  sent  in  advance  of  a  regular  train  unless  it  is  over 
twelve  hours  late. 

•f  Upon  passenger  trains  this  duty  can  very  well  be  perf  01  med  by  the 


Station  Service  125 

it  is  necessary  for  the  rear  brakeman  to  go  back  to 
protect  a  train,  the  next  brakeman  must  immediate- 
ly take  his  place  on  the  train  and  remain  there 
until  relieved  by  the  rear  brakeman.  On  passen- 
ger trains,  the  baggageman  shall  take  the  place  of 
the  forward  brakeman  whenever  necessary.* 

b.  "  Should    the  distance  of    twelve    hundred 
yards  fall  within  a  tunnel,  or  close  to  the  mouth  of 
a  tunnel  nearest  to  the  obstruction,  or  in  any  other 
position  where,  owing  to  the  formation  of  the  line, 
or  some  other  circumstance,  the  engine-driver   of 
an  approaching  train  or  engine  would  be  unable  to 
obtain  a  distinct  and  distant   view   of   the   signal, 
then  the  signal  must  be  exhibited  at  the  end  of  the 
tunnel  farthest  from  the  obstruction,  or  at  such    a 
distance  over  and  above  the  prescribed  distance  of 
twelve  hundred  yards  as  may  be  necessary  to  in- 
sure the  engine  driver  obtaining  a  good  and  distant 
view  of  such  signal. "f 

c.  Where  a  mixed    guage  is   used,    torpedoes 
must  be  placed  on  each  rail,   both    for   broad    and 
narrow  gauge  trains,  or  on  the  rail  which  is  used 
for  both. 

d.  When,  from  any  cause,  a  train  is  unable    to 

forward  brakeman,  there  being  still  one  man  left  upon  (he  train  to  act 
as  brakeman,  viz.  the  baggageman,  but  upon  freight  trains  the  ab- 
sence of  two  brakeman  would  perhaps  leave  the  train  without  adequate 
force 

*  "  In  case  of  any  detention,  a  man  must  be  sent  at  least  one  hundred 
rods  backwards  and  forwards,  f>  -.^am  any  approaching  train,  until  the 
danger  is  over.  In  the  night  this  must  be  done  by  swinging  a  lantern 
across  the  track." — 1853. — "In  case  of  a  collision,  it  will  be  assumed, 
as  a  rule,  until  very  clearly  proved  to  the  contrary,  that  the  conductors 
and  enginemen  of  both  trains  have  neglected  some  of  the  manv  pre- 
cautions, whether  written  or  not,  which  are  necessary  to  the  safety  of 
the  road."— Resftifatwax  ,<V.  T.  Road,  jSdj. 

t  English  Standard. 


126  Rail-way  Train  and 

proceed  at  a  greater  speed  than  four  miles  an  hour, 
the  signalman  must  go  back  twelve  hundred  yards, 
and  must  follow  the  train  at  that  distance,  using 
the  proper  danger  signals,  so  as  to  stop  any  fol- 
lowing train,  until  assistance  arrives  or  the  train  is 
side  tracked. 

e.  When  a  train  is  stopped  upon  the  main  track 
in  consequence  of  the  signals  referred  to  in  this 
rule,  the  conductor  thereof  must  in  turn  protect 
his  train  with  signals,  in  the  manner  described, 
from  any  train  that  may  be  following  him,  thus 
relieving  the  signalman  previously  upon  duty.* 

f.  Should  anything  occur  to  detain  an   engine, 
not  attached   to   a  train,  upon  the  main  track,  it 
must   be  also  protected  by  signals  in  the  manner 
desciibed.f 

g.  In  the  event  of  any  obstruction  or   accident 
to  the  line,  not  expressly  provided  for  in  the  fore- 
going, from  the  destruction  of  bridges  or  culverts, 
broken  rails,  washing  away  of  the  track,  or   from 
any  other  cause,  signals   must  be  placed   in   both 
directions,    so    as    to    warn    approaching    trains. 
These  signals  must  be  placed  in  the  manner   and 
form  described. 

*  "  He  (the  signalman  that  is  relieved)  must  tell  the  guard  of  such 
train  as  he  stops,  what  has  happened,  and  ride  on  the  engine,  so  as  to 
point  out  to  the  driver  where  he  left  his  own  train,  and  tell  him  the  par- 
ticulars under  which  he  had  been  obliged  to  stop  the  following  train." — 
Great  Northern  Railway,  England. 

t  While  the  instructions  contained  herein  provide  specifically  for 
trains,  they  are  also,  in  many  cases,  intended  to  cover  engines  running 
without  trains;  in  many  instances  the  rules  are  so  worded  as  to  cover 
both  trains  and  engines;  but  whether  both  are  mentioned  or  not,  those 
cases  where  both  are  intended  will  be  obvious  to  the  reader.  When  it 
is  desired  to  apply  a  rule  to  engines  that  refers,  herein,  only  to  trains, 
bnt  may  be  made"  to  apply  to  both  trains  and  engines,  the  word  con- 
ductor, \vherever  used,  should  give  place  to  engineman  (unless  there 
is  a  conductor  in  charge),  and  engine  should  be  substituted  for  train. 


Station  Service.  127 

h.  In  the  event  of  any  obstruction  or  accident 
to  the  track,  as  contemplated  by  this  rule,  notice  of 
the  same  must  at  once  be  sent  to  the  proper 
officer  from  the  next  telegraph  station;  also  to  the 
nearest  agents  or  flagmen  in  each  direction  from 
the  accident;  but  the  first  duty  of  employes  is  to 
protect  approaching  trains  from  any  possibility  of 
disaster  in  consequence  of  the  obstruction.* 

/'.  In  the  event  any  accident  occasion  the  ob- 
struction of,  or  be  dangerously  near  to,  any  track 
used  by  trains  moving  in  the  opposite  direction, 
signals  must  be  placed  upon  such  line,  and  it  must 
otherwise  be  protected  in  the  manner  contem- 
plated by  I  his  rule. 

j.  When  a  passenger  train  is  delayed  at  any  of 
its  regular  stopping  places  more  than  five  minutes, 
it'must  be  protected  with  signals  in  the  manner  de- 
scribed. 

k.  Should  a  train  or  engine  stop  at  any  unusual 
point  on  the  road  (/.  e.,  at  any  point  that  is  not  a 
regular  stopping  place  for  such  train  or  engine),  it 
must  be  protected  as  provided. 


*     "When  an  accident  or  obstruction  of  any  kind  occurs  on  any  part 
of  the  line,  it  must  he  immediately  reported  by  telegraph,  or  by  the  most 


tion  of  the  accident  has  by  this  means  reached  the  nearest  station  in 


128  Rail-way  Train  and 

/.  When  a  freight  train  stops  at  its  regular  stop- 
ping places  where  it  can  be  plainly  seen  at  a 
distance  o"f  at  least  one-half  mile,  danger  signals 
must  be  placed  not  less  than  one  hundred  yards  in 
each  direction,  and  as  much  farther,  as  may  be 
necessary  to  insure  stopping  any  train  that  may 
be  approaching,  but  if  the  train  can  not  be  plainly 
seen  at  a  distance  of  at  least  one-half  mile,  signals 
must  be  sent  out  not  less  than  six  hundred  yards, 
always  bearing  in  mind  that  if  from  any  cause  the 
train  should  be  detained,  so  as  to  come  within 
the  time  of  a  passenger  train,  it  must  be  governed 
strictly  as  provided  by  the 'requirements  of  this 
'rule,  as  already  recited.* 

m.  When  it  is  necessary  to  cro^s  over  to  the  op- 
posite track  upon  a  trouble  track  road,  or  to  protect 
the  front  of  the  train  from  any  cause,  a  signal  must 
be  sent  ahead  as  directed. 

*  This  section,  in  force  upon  one  of  our  great  railroads,  seems  un- 
necessary except  upon  a  double  track  road  where  freight  trains  move 
without  much,  if  any,  reference  to  the  rig-hts  of  other  trains  under  the 
schedule.  It  is  impossible  that  signals  should  in  all  cases  be  sent  out  as 
directed  at  the  various  regular  stopping  places  of  freight  trains.  To  do 
so  would  require  an  enormous  train  or  station  force,  and  besides,  if  the 
freight  train  is  not  trespassing  upon  the  rights  of  other  trains,  such  pre- 
cautions are  unnecessary.  If  it  is  in  the  way  of  trains  having  the  right 
to  the  track,  then  the  precaution  provided  bv  this  rule  is  necessary, 
otherwise  it  is  not.  The  regulations  require  that  officials  in  charge  of 
extra  or  wild  trains,  or  delayed  trains  of  inferior  grade,  must  approach 
stations  carefully,  expecting  to  find  other  trains  at  such  stations.  If 
trains  of  an  inferior  grade  trespass  upon  the  rights  of  trains  of  a  superior 
grade,  then  they  should  be  protected  in  the  manner  provided.  Upon  a 
double  track  road  it  would  not  of  course  be  necessary  to  send  the  signals 
in  advance,  as  provided  in  the  rule,  unless  the  opposite  track  was  ob- 
structed. We  find  the  following  rule,  in  the  regulations  of  a  prominent 
road,  worthy  of  incorporation  here: 

"  Should  it  be  necessary  for  a  first-class  train  to  occupy  the  main 
track  at  a  station  or  turnout,  in  the- time  <>f  any  train  of  the  same  class, 
which  by  the  time-table  should  either  stop  or  pass  any  first-class  train 
at  such  station  or  turnout,  no  signal  shall  be  given  to  such  approaching 
train,  but  it  must  be  distinctly  understood  that  when  any  train  occupies 
the  main  track  at  any  station  or  turnout,  in  the  time  of  any  other  train 
of  the  same  class,  which  by  the  time-table  does  not  "stop  at  such 
station  or  turnout,  the  proper  signal  must  be  sent  out  to  prevent 
accident." 


Station  Service.  129 

;/.  If  freight  trains  are,  at  any  time,  contrary  to 
rules,  obliged  to  keep  the  main  track  in  passing 
passenger  trains,  signals  must  be  sent  twelve  hun- 
dred yards,  in  the  direction  of  the  expected  train,  to 
give  suitable  warning  for  it  to  approach  carefully; 
the  conductor  of  the  freight  train  must  see  that  the 
switches  are  right  for  the  passage  of  the  approach- 
ing train. 

o.  Those  in  charge  of  switching  engines  are  re- 
quired to  exercise  great  care  to  prevent  accident  oc- 
curring from  the  obstruction  of  the  main  track.* 
Engines  or  cars  must  not  be  permitted  to  stand 
upon  the  main  track,  except  when  switching  with- 
in the  limits  of  the  various  yards.  When  it  is  ne- 
cessary to  use  the  main  track  at  any  other  point, 
signals  must  be  placed  for  the  protection  of  ap- 
proaching trains  as  required  by  this  rule.f 

p.  Should  any  vehicle  in  a  train  be  on  fire,  the 
train  must  be  stopped,  and  the  conductor  must  pro- 
tect it  in  the  manner  required.  The  brakeman  or 
fireman  must  detach  the  cars  in  the  rear  of  those 
on  fire,  and  the  burning  cars  must  be  drawn  for- 
ward to  a  distance  of  50  yards  at  least,  and  then  be 

*"  \Vhen  anv  train  or  engine  is  shunting  from  one  line  to  another 
after  sunset  and  in  foggy  weather,  the  head  and  side  lights  of  the  en- 
gine must  he  reversed  so  as  to  show  red  against  any  other  train  or  en- 
gine traveling  on  the  line  of  rails  obstructed  "by  the  train  or  engine  so 
shunting.  Shunting  engines  employed  exclusively  in  station  yards  and 
sidings  must,  after  sunset  and  in  foggy  weather,  carry  both  head  and 
tail  lamps  showing  a  red  light." — Kng.  Standard. 

t  "  No  train  may  shunt  on  the  main  line  unless  absolutely  necessary; 
and  a  train  must  be  detained  :it  a  station  where  there  is  a  long  siding,  so 
as  to  allow  the  following  train  to  pass,  rather  than  send  it  on  with  a 
chance  of  having  to  shunt  on  the  main  line." — Gt.  Nor.  Ry.  Kiig. — 
"Guards  performing  shunting  operations  at  sidings  must,  in  all  cases, 
take  care  that  the  vehicles  are  left  elear  of  the  main  line,  and  within  the 
safety  points  and  scotchblocks,  and  that  the  points  fall  properly,  and  the 
scotchblocks  are  replaced  across  the  rails  after  the  operation  is  complet- 
ed."— Enfr.  Standard. 


130  Railway  Train  and 

uncoupled,  and  left  until  the  fire  can  be  extin- 
guished, to  effect  which  every  effort  must  be  made. 

q.  Immediately  upon  the  discovery  of  a  signal 
of  danger,  enginemen  must  sound  the  whistle  for 
brakes  as  an  evidence  that  the  signal  has  been  ob- 
served. 

r.  In  the  event  of  accident  to  trains,  the  persons 
in  charge  thereof  have  the  right  to  call  upon  sec- 
tionmen  and  others  for  such  assistance  as  they  may 
require* 

s.  When  it  is  necessary,  while  switching,  or  at 
any  other  time,  to  leave  a  car  or  portion  of  a  train 
on  a  grade  upon  the  main  track  or  elsewhere,  the 
brakes  must  be  set  and  the  wheels  securely 
blocked.f 

/.  When  it  is  necessary  to  back  a  train  (/.  e. 
when  it  is  necessary  to  move  it  in  a  contrary  di- 
rection upon  the  line)  danger  signals  must  be  sent 
not  less  than  one  mile  in  advance  of  the  moving 
train.  A  train  must  only  be  backed  to  the  first 
siding;  while  it  is  in  motion  the  whistle  must  be 
sounded  at  short  intervals.  The  speed  of  the  train 

*  "  In  cases  of  accidents  or  emergencies  requiring  such  exercise  of 
authority,  the  conductor  or  engineer  is  empowered  to  summon  any  per- 
son or  persons  in  the  employ  of  the  company,  by  night  or  day,  to  render 
assistance  to  a  disabled  train  or  engine,  and  any  person  neglecting  or 
refusing  to  obey  such  summons  will  be  discharged." — Regulations  N 
T.  Road,  1854. 

t  "When,  from  any  cause,  a  goods  train  has  been  brought  to  a  stand 
on  the  main  line,  where  the  line  is  not  level,  and  it  is  necessary  for  the 
engine  to  be  detached  from  the  train  for  the  purpose  of  attaching  or 
detaching  wagons,  the  guard  must,  before  the  engine  is  uncoupled, 
satisfy  himself  that  the  van  brakes  have  been  put  on  securely,  and,  as 
an  additional  precaution,  must  pin  down  a  sufficient  number  of  wagon 
brakes,  and  pla'ce  one  or  more  sprags  in  the  wheels  of  the  wagons  next 
to  the  rear  brake  in  the  case  of  an  ascending  gradient,  and  of  the  foremost 
wagons  in  the  case  of  a  descending  gradient,  so  as  to  prevent  the  pos- 
sibility of  the  wagons  moving  away.  The  number  of  sprags  must  be 
regulated  by  the  steepness  of  the  gradient,  the  number  of  wagons,  their 
loads,  and  the  state  of  the  weather  and  rails." — Eng.  Standard. 


Station  Service.  131 

must  not  exceed  four  miles  per  hour,  so  that  the 
signalman  may  be  able  to  keep  the  required  dis- 
tance in  advance. 

n.  When  a  train  is  run  backward,  the  conduc- 
tor must  station  himself  on  the  rear  car,  in  such  a 
position  as  to  perceive  the  first  sign  of  danger,  so 
that  he  may  give  immediate  signal  thereof  to  the 
engineman.  The  trainmen  should  be  placed  so  as 
to  facilitate  this.* 

91.       WHEN  TRAINS    BREAK  IN  TWO. 

92.  When  a  train  breaks   in  two,   the  person 
who  discovers  it  must  signal  to  the  other  men  on  the 
train,  as  directed  in  the  code  of   signals,   repeating 
the  signal  several  times,  or  until   sure    they   have 
been  observed. 

93.  The  forward  part  of  the  train  that  is  broken 
in  two  must  not  stop  until  the   engineman  is  sure 
that  the  rear  part  of  the  train  has  stopped. 

94.  When  entirely  certain  that  the  rear  part  has 
stopped,  the   forward  part  may   stop;  and,   after 
sending  back  a  signal,  it  will  move  slowly  back  to 
the  rear  part  of  the  train;  but  not  until  a  signal  to 
back  up  has  been  received  from  the   conductor  of 
the  train,  who  must  be  very    careful    not   to  give 
such  signal  unless  the  rear  part  is  standing  still. 

95.  If  the  engineman  of  the  train  can  not  make 
sure  that  the  rear  portion  of  the  train  has  stopped, 
he  will  proceed  to  the  first  siding  where  he  will  leave 
his  train,  and  after  waiting    ten   minutes,  he    will 

*  "Whenever  it  becomes  necessary  to  back  a  train  to  a  station.it 
must  be  done  v.-ith  ^reat  care;  and,  upon  obscure  parts  of  the  road,  a 
man  must  be  kept  constantly  in  advance  of  the  rear  end  of  the  train." 
1863. 


132  Railivay  Train  and 

signal  his  engine  back  to  the  rear  portion  of  his 
train,  presuming  that  it  is  still  in  motion,  and  tak- 
ing great  care  not  to  collide  with  it. 

96.  As  soon  as  the  men  upon  the  rear  portion  of 
the  train  discover  that  it  has  broken  apart,  they  will 
stop  it,  and  protect  the  rear  by   the   usual    danger 
signals,  as  provided  by  rule  "  90." 

97.  If  a  following  train  reaches  the  detached  part 
before  its  engine  has  returned  from  the  siding,  the 
following  train  will  push  the  detached  portion  very 
slowly  toward  the  siding,   proceeding  with   great 
care  expecting  to  meet  the  returning  engine. 

98.  If  any  train  breaks  into  more  than  two  parts, 
the  rear  part  must  be  stopped  first,  then  the  part  next 
forward  of  it,  and  so  on,  using  great  care  not  to  stop 
any  part  so  as  to  permit   a    following   portion   to 
collide    with    it.       When    stopped,    each   portion 
must,  if  possible,  be  protected  by  signals,  but    the 
rear   of  the  last  section  must  be  protected  in  any 
event.* 

99.       TRAINS    RUNNING    WITH    CARE. 

100.    Conductors  and  enginemen  are  held  equally 

*  "  Should  any  part  of  the  train  become  detached  when  in  motion, 
care  must  be  taken  not  to  stop  the  front  part  of  the  train  before  the  rear 
portion  has  either  been  stopped  or  is  running  slowly,  and  the  rear 
guard  must  promptly  apply  his  brake  to  prevent  a  collision  with  the 
front  portion.  There  may  be.  cases  requiring-  the  train  to  be  stopped, 
owing  to  the  failure  of,  or  accident  to,  some  part  of  it,  when  the  prompt 
exercise  of  judgment  and  skill  is  necessary  to  decide  whether  to  stop 
quickly,  or  otherwise.  If  the  engine  be  defective,  the  sooner  the  train 
can  be  stopped  the  better.  If  any  of  the  vehicles  be  off  the  rails, 
the  brakes  in  the  rear  must  be  instantly  applied,  in  order  that  bv  keep- 
ing the  couplings  tight,  the  disabled  vehicle  may  be  kept  up  and  out  of 
the  way  of  the  vehicles  behind,  until  the  force  of  the  latter  is  exhausted, 
it  being  desirable  in  such  cases  that  the  front  portion  of  the  train  should 
be  brought  slowly  to  a  stand.  The  application  of  the  front  brakes 
might,  in  such  cases,  result  in  further  damage,  and  they  should  only  be 
applied  when  the  disabled  vehicles  are  in  the  rear  of  the  train.  In  all 
cases  the  application  of  brakes  behind  a  disabled  vehicle  will  be  at- 
tended \vith  advantage. " — Eng.  Standard 


Station  Service.  133 

responsible  for  the  violation  of  any  of  the  rules 
governing  the  safety  or  speed  of  trains.  They  are 
expected  to  take  every  precaution  necessary  to  the 
protection  of  their  trains,  whether  provided  for  by 
the  rules  or  not. 

101.  Trainmen  must  take  into  consideration  the 
state  of  the  weather,  the  condition  of  the  track,  and 
the  weight  of  the  train. 

1 02.  Trains  will  run  with  great  care  during  and 
after  severe  rains,  and  must  reduce  their  speed  when 
the  track  is  in  bad  order,  or  when  crossing  long 
bridges  or  trestle-works. 

103.  Trains  of  every  description  must  approach 
with  care  places  or  yards   where  engines  use  the 
main  track  in  switching. 

104.  Stations  and   switches  must   also   be    ap- 
proached with  care. 

105.  Upon  a  single  track  road  when  an  order  is 
given  a  train  to  proceed  with  caution,  keeping  a 
careful  look-out  for  a  particular  train,  it  is  the  duty 
of  the  conductor  in  such  cases  to  send  signals  in 
advance  as  the  train  approaches  curves  and  obscure 
places  in  the  track. 

106.  In  all  cases  of  doubt  or  uncertainty,  train- 
men and  others  should  take   the  safe  course    and 
run  no  risks. 

107.       TRAINS    MUST    STOP. 

1 08.  Whenever  one  passenger  train  is  to  meet 
another  passenger  train  at  a  station,  whether  at  a 
regular  meeting  point  or  at  a  point  designated  by  a 


134  Rail-way  Train  and 

special  order,  both  trains  must  come  to  a  full  stop 
between  the  switches  at  the  place  of  meeting. 

109.  Engines  with  or  without  trains  must  come 
to  a  full  stop  within  four  hundred  feet  of  railroad 
crossings  at  grade. 

no.  Unless  otherwise  ordered,  trains  must  be 
brought  to  a  full  stop  before  crossing  draw-bridges, 
and  must  not  thereafter  proceed  until  the  signal  to 
go  ahead  is  exhibited. 

in.  Trains  must  approach  the  end  of  double 
track  and  junction  switches  at  reduced  speed,  and 
come  to  a  full  stop  unless  the  switches  are  plainly 
seen  to  be  right. 

112.      TRAINS-MEETING  OR  PASSING  EACH  OTHER. 

113.  Where  trains  are  to  meet  each  other,  the 
train  having  the  right  to  the  road  shall  occupy  the 
main  track,  excepting  when  there  are  special  orders 
to  the  contrary,  or  it  shall  be  impracticable  thus  to 
pass,  in  which  case  precaution  shall  be  used  to  pre- 
vent accident  or  unnecessary  delay. 

114.  The  train  going  on  the  side   track  must 
take  the  switch  at  the  nearest  end,  instead  of  run- 
ning by  and  backing  on,  except  when  this  is   im- 
practicable,   in    which    case    the    train    must    be 
sufficiently  protected  before  running  by  the  station 
to  back  on  to  the  siding.* 

115.  Upon  arriving  at  a  place  where  a  par- 
ticular train  is  to  be  met,  care  must  be  taken  by 
train  men  to  identify  such  train;    in  other  words 

*  It  should  be  understood  that  wherever  reference  is  made  to  the 
meeting  of  trains  at  stations  or  sidings,  such  reference  implies  a  single 
track  road,  unless  otherwise  specially  mentioned. 


Station  Service.  135 

they  must   not   proceed    until  the  right  train  has 
arrived. 

116.  When  a  train  is  not  required  to  stop  at  a 
meeting  or  passing  point  with  another  train,  it  must, 
at  night,  or  in  foggy  weather,  approach  such  point 
with  caution,  and   at  reduced   speed,   being  kept 
under  control  until  satisfied  that  the  opposing  train 
is  clear  of  the  main  track,  and  that  the  switches  are 
properly  set. 

117.  The  conductor  of  a  slow  train  must  report 
to  the  proper  authority  immediately  on  arrival  at  a 
station,  where,  by  the  schedule,  he  should  be  over- 
taken by  a  faster  train  of  the  same  class,  in  the 
event  the  latter  does  not  arrive  on  time.     The  con- 
ductor of  the  slow  train  must  not  proceed  until  the 
faster  train  passes,  without  special  orders. 

1 1 8.  When  a  train  is  overtaken  and  passed  bv 
a  train  carrying  signals  for  other  trains  (having  the 
same  rights  as  the  train  carrying  the  signals),   it 
must  wait  until  all  the  sections  of  such  train  have 
passed,  unless  otherwise  directed  by  special  order.* 
Freight  trains    will  be  governed   by  this  rule   in 
starting  from  terminal  stations,  and  in  the  applica- 
tion of  this   rule,  terminal   stations,  will   be    con- 
sidered the  same  as  other  stations  on  the  road. 

119.  If  a  way  freight  train  falls  behind  its  time, 
as  fixed  in  the  schedule,  it  will  not  yield  the  road  to  a 
following  freight  train,  with  which  it  has  no  desig- 
nated passing  point,  until  overtaken  by  it;  but  the 
way  freight  must  be  protected  by  signals  from   all 
chance  of  a  rear  collision,  and  wilj  yield    the    road 

*  Or,  in  other  words,  it  must  not  proceed   until  all  the  extra    trains 
have  passed. 


136  Railway  Train  and 

at  the  first   station  after   the  following   train    has 
overtaken  it. 

1 2O.      TRAINS    APPROACHING    STATIONS. 

121.  Trains  must  approach  stations  and  yards 
where  switching  engines  are  located  with  extreme 
caution. 

122.  When  approaching   stations  and   sidings, 
enginemen  must  observe  whether  the  switches  are 
set  right,  and  must  always  be  on  the  lookout   for 
signals. 

123.  An  engineer  approaching  a  station  where 
signals  should   be   shown  and  failing   to  observe 
them,  must  stop  the  train  and  the  conductor  must  go 
at  once  to  the  office  and  learn  the  cause  of  the  failure. 
Absence  of  signals  where  they  should  be   shown 
indicates   danger.      All   omissions    of    this   kind 
should  be  promptly  reported  by  conductors  to   the 
proper  officer.* 

124.  Enginemen  of   delayed   trains,   or   trains 
moved  by  special  order,  and  of  all  extra  or  wild 
trains,  will  approach  stations  with  extreme  caution 
upon  the  supposition  that  another  train  will  be  over- 
taken or  met;  or  that  the  main  track   will  be   ob- 
structed or  occupied. 

125.  Enginemen  will  carefully  approach  sta- 
tions at  which  they  ought  to  meet  or  pass  trains. 

126.  Trains  approaching  stations  where  a  pas- 
senger train  is  receiving  or  discharging  passengers 

*  "  Should  a  guard  find  any  signal  exhibited  which  ought  not  to  be, 
or  observe  any  irregularity  in  the  working  of  signals,  or  should  he  see 
any  cattle  or  any  other  obstruction  on  the  line  or,  any  defect  in  the 
signals,  works,  permanent  way  or  telegraph,  he  must  report  the  same 
at  the  first  station  at  which  the  train  stops  and  also  on  his  journal." — 
English  Standard. 


Station  Service.  137 

must  be  stopped  before  reaching  such  passenger 
train,  and  will  not  go  forward  until  it  moves  ahead 
or  signal  is  given  to  the  first  mentioned  train  to 
move  on.* 

127.       TRAINS    FOLLOWING    OTHER    TRAINS. 

128.  When  two  or  more  passenger  trains  are 
running  in  the  same  direction,  they  must  keep  not 
less  than  ten  minutes  apart.f  And  trains  that  are 
found  violating  this  rule  must  be  signaled  and  held 
until  the  ten  minutes  have  expired.  With  this 
exception,  however:  a  way  passenger  train  making 
all  the  stops  may  follow  an  express  or  mail  pas- 
senger train  making  no  stops,  within  five  minutes, 
but  it  must  proceed  with  great  caution  until  the 
express  or  mail  train  is  ten  minutes  ahead.  J 

*  Permanent  danger  signals  are  erected  in  both  directions  from 
stations,  by  many  roads  in  this  country.  They  are  in  common  use  in 
Europe.  These  signals  are  displayed  when  a  train  is  at  a  station  re- 
ceiving or  discharging  passengers,  or  whenever  the  track  is  for  any 
reason  obstructed,  or  the  switches  are  turned.  When  these  signals 
are  displayed,  enginemen  of  approaching  trains  are  required  to  ad- 
vance cautiously  until  otherwise  ordered.  For  the  purpose  of  protect- 
ing a  train  from  trains  that  may  be  following  it,  these  station  signals 
(or  semaphore  arms  or  lights)  are  not  lowered  until  a  specified  time 
after  the  departure  of  the  train.  The  wisdom  of  protecting  trains  with 
permanent  or  stationary  signals,  where  the  business  of  a  line  warrants 
it  or  its  receipts  will  permit  of  it,  can  not  be  too  highly  commended. 
"  Should  a  train  be  approaching,  stopping  at,  or  leaving  a  station,  on 
the  opposite  line,  or  should  shunting  operations  be  going  on,  he  must, 
on  approaching  and  whilst  passing,  sound  the  engine  whistle. 
The  whistle  must  also  be  sounded  cm  entering  a  tunnel." — English 
Standard, 

It  should  be  remembered  whenever  reference  is  made  to  the  engine 
whistle  in  the  regulations  of  the  English  roads,  quoted  herein,  that  it 
is  a  very  small  and  penny  affair  compared  with  that  on  the  American 
locomotive. 

tin  issuing  rules  and  regulations  governing  the  movement  of  trains 
it  is  necessary  to  be  specific  in  regard  to  time,  as  in  this  instance,  but  as 
there  are  exceptions  to  every  rule  so  there  will  be  variations  as  to  the 
time  that  must  elapse  between  passenger  trains  following  each  other. 
In  the  same  way  there  will  be  exceptions  in  regard  to  other  and  similar 
rules  contained  herein  where  time  or  quantity  is  specifically  stated. 
Hence  in  adopting  these  rules,  or  in  examining  them  for  purposes  of 
suggestion,  railroad  companies  will  have  to  be  governed  by  the  exigen- 
cies of  their  particular  lines. 

J"  Where  the  block  system  is  not  in  operation,  no  train  or  engine 


138  Raihvay  Train  and 

129.  A  freight  train  or  engine  must  not  leave  a 
station  to  follow  a  passenger  train  vmtil  ten  minutes 
after  the  departure  of  the  passenger  train.* 

130.  Freight  trains  following  each  other  must 
be  kept  not  less  than  five  minutes  apart,  except  in 
closing  up  at  stations  or  passing  places.f 

131.  Any  train  following  another  train  or  engine 
must  proceed  with  caution,  keeping   at   least   one 
mile  in  rear  of  it,  and   must  approach    all  stations 
and  fuel  places  with  care,  expecting   to   find,  the 
preceding  train  taking  fuel  or  water  at  such  station, 
whether  it  may  be  a  stopping  place,  as  per  sched- 
ule, for  that  train  or  not.J 

132.  When  one  or   more    trains  are  followed, 
such  train  or  trains  must  never  be  stopped  between 
stations  where  the  view  from  the  rear  of  the  train 
is  not  clear  for  a  distance  sufficiently  great  to  stop 
a  train  after  it  has  come  in  sight. 

133.  When  following  other  trains  a  sharp  look- 
out must  be  kept  for  the  train  immediately  preced- 
ing, especially  when  running  around  curves   and 
approaching  stations. 

must  be  allowed  to  follow  any  other  train  or  engine  on  the  same  line, 
within  five  minutes.  Where  the  line  is  not  worked  under  the  block  sys- 
tem, no  passenger  train  must,  during  foggy  weather  or  snow  storms, 
follow  a  goods  train,  nor  must  a  fast  goods  train  follow  a  stopping  pas- 
senger train  from  a  station,  nor  pass  a  signal  box  where  trains  are 
ordinarily  signaled,  within  fifteen  minutes,  nor  even  then,  until  the  en- 


three  miles,  and  any  train  following  another  shall  always  keep  two 
miles  in  the  rear  ana  proceed  with  great  caution." — 1854. 

f  "  Freight  trains  will  be  run  in  convoys  of  two  or  more  trains  on  the 
same  time.  Conductors  and  enginemen  will  be  held  responsible  to  see 
that  the  necessary  signals  are  carried." — Southern  Line. 

%  This  is  in  a  certain  sense  supplementary  to  the  rules  directing  how 
many  minutes  shall  elapse  between  trains  of  various  grades  moving  in 
the  same  direction. 


Station  Service.  139 

134.  In  the  event  that  one  or  more  trains  are 
united  and  run  as  one  train,  notice  of  the  fact  must 
be  given  agents,  also  the  conductors  and  enginemen 
of  trains  that  are  met  or  passed.  The  proper  officer 
should  be  advised  at  the  first  telegraph  station  of 
the  consolidation  of  the  trains. 

135.       KEEPING  OFF  THE  TIME  OF  OTHER    TRAINS. 

136.  A  train  of  an  inferior  grade,  running  ahead 
of  a  train  of  a  superior  grade,  must  keep  ten  minutes 
off  the  time  of  such  superior  train. 
«•  137,  pxcept  when  otherwise  specially  provided, 
wild  trains  must  keep  ten  minutes  off  the  time  of 
passenger  trains,  and  ten  minutes  oft'  the  time  of 
freight  trains. 

138.  A  passenger  train  must  not  leave  a  station 
expecting  to  meet,  or  be  passed  at  the  next  station 
by  a  train  having  the  right  of  track,  unless  it  has 
full  schedule  time  to   make  the  meeting    or  pass- 
ing point. 

139.  A  freight  train  must  not  leave  a  station 
expecting  to  meet  or  be  passed  at  the  next  station, 
by  a  train  having  the  right  of  track,  unless  it  can 
make  the  meeting  or  passing  point  without  exceed- 
ing its  maximum  speed,  and  occupy  the  siding,  if 
necessary,  before  the  time  required  bv  rule  to  clear 
the  opposing  or  following  train. 

140.  A  freight  train,  which,  according  to   the 
schedule,  should  be  overtaken  and  passed  at  a  sta- 
tion by  another  freight  train,  must  keep  off  the 
time  of  the  train  "which  should  pass  it. 

141.  Tt  must   be   understood  that    a   train   not 


140  Railway  Train  and 

having  the  right  to  the  track  must  be  entirely  clear 
of  the  main  track  before  the  time  it  is  required  by 
rule  to  clear  an  opposing  train,  or  a  train  running 
in  the  same  dh'ection ;  if  from  any  cause  it  should 
fail  to  do  so,  signals  must  be  sent  immediately,  as 
provided  by  rule  90. 

142.  When  a  freight  train  meets  a  passenger 
train  on  a  single  track  road,  the  freight  train  must 
occupy  the  siding,  and  clear  the  passenger  train  ten 
minutes. 

143.       DELAYED     TRAINS. 

144.  Upon  a  single  track  road,  in  the  event  a 
train  or  engine  is  delayed  between  stations  and  loses 
its  right  to  the  road,  the  conductor  of  such  train  (or 
in  his  absence  the  engineman)  must,  when  the  train 
or  engine  is   ready  to  move,  send  danger  signals 
not  less  than  one  mile  in  advance  in  the  direction 
in  which  the  train  or  engine  is  to  be  moved.     The 
delayed  train  or  engine  must  only  run  to  the  next 
siding,  and  while  in    motion   the   engineman  will 
frequently  sound  the  whistle,  and  will  not  exceed 
a  speed  of  four  miles  per  hour,  to  enable  the  sig- 
nalman to  keep  the  required  distance  in  advance.* 

145.  When,  from  any  cause,  a  train  is  unable  to 
proceed  at  a  greater  speed  than  four  miles  an  hour, 
the  rear  brakeman  must  go  back  twelve  hundred 
yards,  and   must  follow  the  train   at  that  distance, 

*  In  the  event  a  delayed  regular  train  has  time  to  reach  the  first 
telegraph  station  ahead  without  trespassing-  upon  the  time  of  another 
regular  train,  then,  in  that  case,  it  has  not  lost  its  right  (unless  it  is 
twelve  hours  late),  and  it  may  proceed  directly  to  such  telegraph  sta- 
tion without  being  signaled  as  directed  above. 


Station  Service.  141 

and  use  the  proper  danger  signals  to  stop  any  fol- 
lowing train. 

146.  In  the  event  a  train  is  delayed  by  accident 
or  otherwise  between  stations,  and    another  train 
having  the  right  to  the  road  approaches  (no  matter 
•which  way  it  may  be  going),  and  the  train  having 
the  right  to  the  road  can  not  pass  the  delayed  train, 
then  the   latter  will   proceed   to  the  first  siding   in 
advance,  carrying  signals  for  the  following  train. 
At  the  first  siding  it  will   allow  the  train   having 
the  right  to  the  road  to  go  ahead,  after  which  time 
both  the  trains  will  be  governed  in  all  respects  as 
in  other  cases  where  one  train  is  met  or  passed  by 
another. 

147.  In  extreme  cases,  in  which  enginemcn  find 
it  impossible  to  make  their  time  in  running  to  sta- 
tions at  which  they  should  by  schedule  meet  another 
train,  they  may  disconnect  their  engine,  leaving  the 
train  under  proper  danger  signals,  as  required  by 
rule  90,  and  run  to  the  next  station  and  notify  the 
approaching  train,  and  then  return  after  their  own 
train.*     But  before  proceeding  to  carry  out  this 
rule  the  engineman  must  have  the  authority  of  the 
conductor  to  detach  the  engine  and  proceed   as   di- 
rected. 

148.  When  a  train  is  delayed  it  is  the  duty  of 
agents  and  switchmen  to  report  the  facts  to  trains 
that  may  be  following  when  the  latter  stop  at  their 
stations. 

149.  When  a  train  is  more  than  fifteen  minutes 


142  Railway  Train  and 

late,  the  conductor  will  report  the  cause  of  the  de- 
tention to  the  proper  officer  at  the  first  telegraph 
station. 

15O.       EXTRA    TRAINS. 

151.  An  extra  train,  following  a  regular  train 
and  properly  signaled  by  it,  must  always  be  taken 
and  considered  to  be  a  part  of  and  to  have  all  the 
rights  of  the  regular  train,  and  no  more,  and  the 
conductors  and  enginemen  of  other  trains  must  so 
regard  it. 

152.  An   engine   of   a   regular  train  must  not 
carry  a  signal  for  any  train,  excepting  of  its  own 
grade,  unless  in  such  cases  as  are  herein  specifically 
provided  for. 

153.  When  it  shall  become  necessary  for  a  train 
of  an  inferior  grade  to  follow  a  train  of  a  superior 
grade  (as  an  extra),  then  such  following  train  shall 
for  that  time  be  taken  to  be  of  the  same  grade  with 
the  preceding  train. 

154.  In  case  a  following  train  is  delayed  and  can 
not  keep  up  with  the  signals,  it  must  not  consider  it 
has  the  right  to  follow  the  signals  against  trains  hav- 
ing the  right  of  the  road,  though  the  train  carrying 
signals  for  it  may  have  orders  to  run  to  a  certain 
point  against  a  train  having  the  right  of  track ;  but 
the  following  train,  when  unable  to  keep  up,  must 
keep  back  and  off  the  time  of  all  trains  having 
right  of  track,  without  special  and  separate  orders.* 

1 55.  When  a  train  is  ordered  to  carry  signals  for 
an   extra   or    following   train,   the  conductor  and 

*  In  other  words,  the  order  to  run  to  a  certain  point  does  not  cover  the 
extra  or  following  train  unless  the  latter  is  specifically  mentioned. 


Station  Service.  143 

engincmen  of  each  of  the  trains  affected  by  the 
order  must  be  severally  notified.  It  is  the  duty  of 
conductors  of  trains  carrying  signals  to  notify  con- 
ductors whom  they  meet  or  pass  of  the  fact.  They 
must  also  notify  agents  and  switchmen  at  places 
where  they  stop. 

156.  It  is  the  duty  of  trainmen  and   others  to 
carefully  observe  whether  signals  are  carried  by 
passing  engines. 

157.  It  is  the  duty  of  conductors  to  assure  them- 
selves that  signals  for  extra   trains   are   properly 
placed  and  secured. 

158.  When  an  engine  is   carrying    signals  for 
another  train,  the  attention  of  trains  that  are  met  or 
passed  (including  construction  and  fuel  trains)  must 
be  called  to  such  signals  by  three  short  blasts  of  the 
whistle,  as  provided  by  the  signal  code. 

I59>  When  an  extra  train  is  following  another 
train,  it  must  be  kept  near  the  train  ahead  on  ap- 
proaching a  station  where  a  train  is  to  be  met,  in 
order  that  the  opposite  train  may  have  as  little  de- 
tention as  is  consistent  with  perfect  safety,  but  in 
all  other  cases  the  distance  between  the  two  trains 
must  never  be  less  than  one  mile. 

160.  Conductors  of  trains  carrying  signals  for 
extra  trains  must,  on  arriving  at  the  station  beyond 
which  the  signals  are  not  to  be  carried,  notify  the 
agent  of  the  fact,  and  such  agent  must  give  notice 
thereof  to  such  conductors  and  enginemen  as  may 
reach  his  station  subsequent  to  the  arrival  of  the 


144  Rail-way  7  rain  and 

train  carrying    the   signals,   and   previous   to   the 
arrival  of  the  trains  signaled  by  it.* 

161.  When  an  engine  or  train  leaves  a  point  to 
which  it  has  carried  signals  for  a  following  train, 
before  the  following  train  has  arrived  at  such  point, 
the  conductor  must  notify  all  trains  that  he   meets 
until  he  reaches  the  next  telegraph  office,  when  he 
will  report  to  the  proper  officer  that  he  has  with- 
drawn the  signals. 

162.  A  telegraphic  or  special  order  directing  the 
movement  of  a  train,  includes  only  the  train  specifi- 
cally mentioned  in  such  order,  and    must   not  be 
considered  to  cover  a  train   that  is   or    may  have 
been  keeping  it  company,  unless   such  train  is  par- 
ticularly mentioned. 

163.  When  two  or  more  trains  of  the  same  grade 
are  running  in  company,  upon  the  time  of  one  train, 
and  the  forward  train  cannot,   from   disability  of 
engine  or  other  cause,  make  time,  it  will  run  upon 
a  side  track,  and  let  the  following  train  go  ahead. 
The  conductors  and  enginemen  must,  in  such  cases, 
see  that  the  train  which  takes  precedence   carries 
the  proper  signals,  and  all  special  orders  affecting 
the  movement  or  safety  of  either  train  must  be  ex- 
changed.    Conductors  must  report  the  occurrence 
to  the  proper  officer  at  the  first  telegraph  station; 
they  must  also   notify  all  trainmen  they  may  meet 
and  the  agents  at  stations  as  well. 

164.  No  engine  or  train  shall  carry  signals  for 

*  "The  guard  of  the  train  preceding-  the  special  train  is  required  to 
see  th:it  the  tailboard  flag,  or  extra  lamp,  is  removed  when  no  longer 
wanted,  and  he  must  inform  the  person  in  charge  of  each  station  at 
which  he  slops  of  the  description  and  destination  of  the  train  that  is 
following'." — Eny.  StftiiJani. 


Station  Service.  145 

an  extra  engine  or  train  without  orders  from  the 
proper  officer,  except  as  provided  in  the  following- 
rule  :  Should  a  train  be  held  by  another  between 
telegraph  stations,  the  conductor  of  the  train  thus 
detained  may  require  the  first  regular  train  passing 
him,  bound  in  the  same  direction,  to  carry  signals 
for  him  to  the  next  telegraph  station,  on  his  arrival 
at  which  he  must  report  to  the  proper  officer  for 
orders;  but  the  conductor  of  a  freight  train  shall 
not  have  the  right  to  have  signals  carried  by  a  pas- 
senger train,  in  case,  at  the  next  telegraph  station, 
or  at  some  intervening  place,  said  passenger  train 
should  pass  a  train  of  its  own  class,  nor  in  any  case, 
unless  the  freight  train  is  in  readiness  to  follow 
immediately. 

165.  A  train  signaled  by  another,  in  accordance 
with  the  foregoing  rule,  would  possess  exactly  the 
same  rights  as  an  extra  train,  already  described. 

166.  "When  a  train  is  held  between  telegraph 
stations  and  cannot  proceed,  except  under  the  pro- 
tection of  some  other  train,  and  there  is  no  train 
passing  (without  great  delay)  by  which  it  may  be 
signaled,  except  a  wild  train,  the  train  held  may  pro- 
ceed immediately  in  advance  of  such  wild  train  to 
the  first  telegraph  station,  at  which  place  it  must 
get  out  of  the  way.     But  those  in  charge  of  the  de- 
layed train  must  notify  agents  and  signalmen,  also 
the   trainmen  the}-  meet,  that  they  are  running  ir- 
regularly in  advance  of  a  wild  train."* 

167.  Whenever  it  shall  be  necessary  to  send  an 
extra  engine  over  the  road,  it  must  in  all  cases  precede 

*     Old  Rule. 


146  Rail-way  Train  and 

and  run  on  the  time  of  some  regular  train ;  it  will 
be  entitled  to  all  the  rights  thereof,  and  shall  carry 
proper  signals  therefor.  In  such  cases  the  regular 
train  shall  run  five  minutes  behind  its  schedule 
time.* 

I  68.      CONSTRUCTION  AND  FUEL  TRAINS. 

169.  When  a  construction  train  is  going  to  or 
coming  from  work  it  must  proceed  with  the  utmost 
cautionf ;  never  risking  the  safety  of  trains,  and  it 
must  never  be  on  the  road  within  ten  minutes  of 
the  running  time  of  trains. 

170.  When  permission  is  given  by  the  proper 
officer,  the  conductor  may  keep  at  work  in  respect  to 
freight  trains  only,  until  the  arrival  of  such  trains, 
but  he  must  in  all  cases  station  the  proper  signals, 
twelve  hundred  yards  in  each  direction  when  upon 
a  single  track,  or  in  the  rear  only  when  upon  a 
double  track,  unless  the  same  is  obstructed.     The 
signalman  of  the  construction  train  must  continue 
on  the  watch,  under  all  circumstances,  until  the 
freight  train  arrives.     On  the  arrival  of  the  ex- 
pected train,  the  construction  train  must  immedi- 
ately proceed   to  the   siding   in   advance  of   such 
train. 

171.  Conductors  and  enginemen  of   fuel   trains 
will  be  governed  by  the  same  rules  as  above  given 
for  construction  trains.  , 

*  When  it  is  desired  that  the  engine  running  over  the  road  should 
assist  the  accompanying  train  (assuming  it  to  be  \\  freight  train)  at  the 
various  grades,  it  can  be  instructed  to  follow  rather  than  precede.  But 
an  engine  should  never  be  allowed  to  follow  a  passenger  train. 

t  They  must  know  before  starting  that  all  trains  that  are  due  have 
arrived. 


Station  Service.  147 

172.  When  freight  trains  are  thirty  minutes  late, 
construction  and  fuel  trains  may  occupy  the  main 
track,  but  must  keep  signals  not  less  than  twelve 
hundred    yards   in   the  direction  of   the  expected 
train.     Upon  the  arrival  of  the  expected  train,  the 
construction  or  fuel  train  must  at  once  pi'oceed  to 
the  siding. 

173.  No  construction  train   will  be   allowed   to 
run  beyond  its  given  limits  without   orders,   except 
in  cases  of  great  emergency,  such  as  accidents  to 
trains,  track,  or  bridges,  or  when  telegraphic  com- 
munication is  broken  and  orders  cannot  be  received. 
Under  such  circumstances,  a  construction  train  or 
engine  may  run  beyond  its  limits;  but  such  train 
or  engine  must  not  only  keep  off  the  time  of  regu- 
lar trains,  but  conductors  and  enginemen  must  sig- 
nal   all   curves   carefully,  and   look   out   for   wild 
trains.     They  will  also  report  the  fact  of  being  oft 
their  limits,  and  the  reason  therefor  at  the  first  tele- 
graph station,  or  if  there  is  no  telegraph  station,  a 
report  must  be  sent  to  a  telegraph  office  by  the 
first  train,  or  by  special  messenger  if  there  is  no 
train. 

174.  Two  construction  trains  will  not  be  allowed 
to  run  or  work  within  the  same  limits  except  in  cases 
of  great  emergency ;  in  such  cases  special  orders 
will  be  given  by  the  proper  officer. 

1 75.  A  special  order  allowing  two  construction 
trains  to  occupy  the  same  limits  does  not  relieve  the 
conductor  and  engineman  of  either  train  from  the 
responsibility  of  signaling  all  curves  carefully  while 
running,  and  otherwise  protecting  their  trains  prop- 


148  Railway  Train  and 

erly  while  at  work  on  the   main  track,  as  already 
directed. 

176.  Before  leaving  stations  for  the  day's  work, 
conductors  of  fuel  and  construction  trains  must  re- 
port to  the  proper  officer  the  exact  location  where 
they  intend  to  work,  and    they  must  not  leave  the 
station  until  they  have  received  a  special  order  or 
permit  from  him. 

177.  Conductors  of  construction  and  fuel  trains 
must  leave  with  the  station  agent  at  the  starting 
point  a  memorandum  stating  where  their  trains  will 
be  operating  for  the  day ;  this  memorandum  must  be 
entered  in  a  book  to  be  kept  for  that  and  similar 
purposes.     This  book  shall  at  all  times  be  open  to 
the  convenient  inspection  of  trainmen. 

178.  Conductors  and  enginemen  of  construction 
trains  are  required  to  stop  at  all  telegraph  stations 
and  register  time  of  arrival  and  departure  of  their 
trains,  and   direction  in  which   moving,  and  ascer- 
tain if  any  wild  engines  or  trains  are  on  the  road; 
also  the  limits  of  any  other  construction  trains  that 
may  be  at  work  on  the  same  division  of  the  road. 

1 79.  Conductors  of  construction  trains  must  keep 
themselves  informed  as  to  the  location  where  fuel 
trains  are  at  work.     In  the  same  way  the  conduc- 
tors of  fuel  trains  must  keep  themselves  advised  as 
to  the  location  of  construction  trains. 

1 80.  When  a  limit  is  given  a  construction  train, 
it  will  only  embrace  the  hours  from  4:30  A.  M.  to 
8:30  P.  M.,  and  the  train  must  not  occupy  the  main 


Station  Service.  149 

track  within  its  limits  before  or  after  the  hours 
specified  without  special  orders.* 

181.  Upon  a  single  track  road,  signals,  as  pro- 
vided by  rule  "  90,"  must  always  be  placed  at  a 
distance  of  not  less  than  twelve  hundred  yards  on 
either  side  of  the  place  where  construction  or  wood 
trains  are  at  work,  and  a  man  must  remain  with 
such  signals.     Upon   double   track  roads,   signals 
need  only  be  placed  in  the  direction  from  which 
trains  naturally  arrive. 

182.  In  the  case  of  a  double  track   road,  if  the 
opposite  track  is  obstructed,  then  signals  must  be 
placed  in  both  directions. 

183.  Conductors  and  enginemen  of  construction 
and  fuel  trains  will  be  held  responsible  for  the  strict 
observance  of  the  rules  governing  the  use  of  signals, 
and  they  will  be  expected  to  use  every  additional 
precaution    which   particular    circumstances    may 
render  necessary. 

184.  Fuel  or  construction  trains  must  not  have 
signals  carried  for  them  by  regular  trains,  nor  must 
they    carry   signals   for   other  trains,   but    circum- 
stances may  arise  compelling  them  to  follow  a  reg- 
ular train  carrying   signals    for   another  train ;    in 
such  a  case  the  fuel  or  construction  train  must  carry 
signals  for  the  train  that  is  following. 

185.  Conductors  of  trains  unloading  ballast  or 
material  of  any  kind  along  the  line,  must  see  that  it  is 
so  arranged   as  to  be  entirely  out  of  the  way  of 

"  Ballast  trains   must  not  work  on  the  main  line  in  a  log,  excep 
when  authorized  under  special  circumstances."— Eiiglish  Standard. 


150  Railway  Train  and 

passing  trains  before  leaving  it.     This  should  be 
attended  to  as  each  car  is  unloaded. 

1 86.       WILD    TRAINS. 

187.  When   regular  trains  are  ordered  to  leave 
stations  ahead  of  time,  they  will  be  considered  as 
wild  trains  while  running  ahead  of  time. 

1 88.  A  wild  train  or  engine  must  not  pass  over 
any  portion  of  the  road  without  special  orders  from 
the  proper  officer,  provided  this  rule  does  not  apply 
to  engines  switching  within  the  limits  of  the  various 
yards. 

189.  Conductors  of  wild  trains  must  report  by 
telegraph  to  the  proper  officer  upon  arrival  at  their 
destination,  and  must  await  his  reply  before    leav- 
ing the  office. 

190.       THE    SPEED    OF    TRAIXS. 

191.  The  maximum  speed  given  on  the  schedule 
for  each  grade  of  trains  must  not  be  exceeded.* 

192.  Trains  must  not  arrive  at  a  station  ahead  of 
time,  nor  leave  a  station  before  the  time  specified 
in  the  schedule,  nor  shall  they  run   faster  between 
stations  than  is  required  to  enable  them  to  reach  a 
station  in  season  to  start  from  it   on   the   specified 
time,  without  orders  from  the  proper  officer.f 

*  "  Special  trains,  whether  passenger,  fish,  horse,  cattle,  goods,  coal, 
or  otherwise,  must  he  run  as  nearly  as  practicable  at  the  same  rate  of 
speed  as  corresponding  trains,  shown  in  the  working  time-table,  and 
of  which  they  mav  form  a  part,  and  the  speed  of  special  trains  must, 
in  no  case,  exceed  that  of  such  corresponding  trains,  unless  under 
specific  instructions  from  the  Superintendent  of  the  line." — English 
Standard. 

t  "  Freight  trains  may  arrive  at  the  stations  for  meeting,  and  for 
•wood  and  water,  and  to  take  on  freight,  ten  minutes  before  the  time 
stated  in  the  time-table." — Regulations,  1854.  "  It  is  better  for  a  train 
to  have  two  minutes  too  little  to  spend  at  a  station  than  one  more 
than  is  necessary,  as  stops  are  tedious  to  passengers,  and  slow  running 


Station  Service.  151 

193.  When  trains  are  delayed,  the  lost  time  must, 
so  far  as  possible,  be  made  up  by  shortening  the  stops 
at  stations.*     No  risk    must   be   incurred    for   the 
purpose  of  making  up  lost  time. 

194.  Mail  trains  must  not  be  run  at  such  speed 
as  to  prevent   the    mails  being   exchanged  at    all 
places  provided. 

195.  A  speed    of  fifteen   miles   per    hour  will 
pass,    approximately,    seven   telegraph  poles   per 
minute.f 

196.     DIRECTIONS  APPLICABLE  TO  DOUBLE  TRACK 
LINES. 

197.  All  trains  in  either  direction,  when  run- 
ning  on  a  double  track,  will  invariably  take  the 
right-hand  track. J 

198.  On  a  double  track  road,  when  a  freight  train 
passes  over  to  the  opposite  track  to  allow  a  passen- 
ger, train  running  in  the  same  direction  to  pass  it, 
if,  while  waiting,  a  passenger  train  in  the  opposite 
direction  arrives,  the  freight  train  may  cross  back, 
and  allow  it  to  pass;  provided,  the  other  passenger 
train  is  not  in  sight;  and  also  provided, that  danger 
signals  have  been  sent  not  less  than  twelve  hundred 

is  better  for  the  road  and  machinery;  and  when  tardiness  is  noticed  in 
the  wooding-  and  watering-,  it  should  be  reported  to  the  Superintend- 
ent."— 1853. 

*  "  When  passenger  trains  are  behind  time,  the  engineer  is  at  liberty 
to  make  it  up,  in  whole  or  in  part,  with  the  consent  of  the  conductor, 
when  he  can  do  so  with  safety.  — 1863. 

"Their  trains  should  be  so  run  as  to  leave  at  stations  only  the 
necessary  time  for  doing  the  business  of  the  train,  that  as  much  time 
may  be  used  in  running  and  as  little  in  stops  as  possibje.  They  will, 
after  attending  to  their  passengers,  see  that  what  remains  to  be  done 
to  enable  them  to  leave  the  station  is  done  in  the  shortest  possible 
time." — 1853. 

r  U.  S.  Road.     The  number  will  not  be  uniform. 

'  J  Upon  some  lines  the  left-hand  track  is  used;  it  is,  perhaps,  not 
material  which  track  is  used;  I  think,  however,  that  the  rule  should  be 
uniform. 


152  Railway  7^rain  and 

yards  in  the  direction  of  the  expected  train,  as  pro- 
vided by  rule  90. 

199.  On  a  double  track  road,  when  it  is  neces- 
sary for  a  freight  train  to  cross  over  to  the  opposite 
track  to  allow  a  passenger  train  running  in  the  same 
direction  to  pass,  and  a  passenger  train  running  in 
the  opposite  direction  is  due,  danger  signals  must 
be  sent  back  twelve  hundred  yards,  as  already  de- 
scribed in  rule  90,  and  the  freight  train  will   not 
cross  over  until  one  of  the  passenger  trains  arrives. 
Should  the  following  passenger  train  arrive  first, 
danger  signals  must  be  sent  forward  (as  per  rule 
referred  to  above),  not  less  than  twelve   hundred 
yards  in  the  direction  of  the  over-due  passenger 
train  upon  the  opposite  track  before  crossing  over. 
Great  caution  must  be  used,  and  good  judgment  is 
required  to  prevent  detention  to  either  passenger 
train;  preference  should  always  be  given  to  the 
passenger  train  of  superior  grade. 

200.  If  an  obstruction  or  accident  make  it  neces- 
sary to  move  an  engine  or  train  in  the  wrong  direc- 
tion on  a  double  track  road,  or  to  cross  over  to  the 
opposite  track  to  pass  around  such  obstruction,  ob- 
structed trains  or  engines  may  do  so,  but  the  utmost 
caution  must  be  used.     The  conductor  of  the  ob- 
structed train  (or,  in  his  absence,  the  engineman) 
before  the  train  is  moved,  will  send   danger  sig- 
nals not  less  than  one  mile  in  advance,  in  the  di- 
rection in  which  the  train  is  to  be   moved.     The 
train  or  engine  thus  moved  must  only  be  backed 
or  run   to  the  next  crossing,  and,  while  moving^ 
the  engineman  will  frequently  sound  the  whistle, 


Station  Service.  153 

and  not  exceed  a  speed  of  four  miles  per  hour,  to 
enable  the  signalman  to  keep  the  required  distance 
in  advance. 

20 1.  Freight  trains,  in   cases   described  in  the 
foregoing  rule,  must  clear  the  time  of  passenger 
trains  ten  minutes. 

202.  Upon  a  double  track  road,  a  train  that  is 
delayed  and  falls  back  on  the  time  of  another  train 
of  the  same  grade,  does  not  lose  its  rights,  and  will 
not  take  the  time  or  assume  the  rights  of  another 
train,  except  as  provided  for  herein,  without  orders 
from  the  proper  officer. 

203.  Upon  a  double  track  road,  no  conductor 
shall  assume  the  rights  or  take  the  time  of  any  other 
train  without  special  orders  from  the  proper  officer, 
except  as  herein  provided  in  the  following  rule. 

204.  A  train  overtaking  another  train  of  the 
same  or  superior  grade  will  not  run  around  it,  ex- 
cept the  train  ahead  is  disabled  by  accident,  but  in 
such   case,   the   train   passing   the   disabled    train 
will  assume  its  rights  and   report  the  fact  to  the 
proper  officer  from  the  next  telegraph  office.     The 
disabled  train  will  assume  the    rights   of  the    last 
train  passing  it,  and  report    to    the    proper  officer 
from  the  next  telegraph  office.     When  the  rights 
of  one  train  are  assumed  by  another  train,  notice  of 
the  fact  should  be  given  agents  and  others  at  places 
where  the  train  stops.* 

•  A  prominent  company  having  a  double  track  road  provides  as  fol- 
lows where  a  delayed  train  impedes  other  trains:  "  Extra  freight  trains 
running  ahead  of  regular  freight  trains  can  take  the  time  of  such  regular 
train  when  the  regular  is  behind  its  table  time,  or  can  do  so  when 
necessary  to  get  over  portions  of  single  track.  Conductor  of  such  extra 
must  leave  written  notice  for  conductor  and  engineer  of  regular  train 
informing  them  that  he  has  then  and  there  taken  their  time,  and  availed 

IO 


154  Rail-way  Train  and 

205.  It  must  be  kept  constantly  in  mind  by  train- 
men, when  occupying  the  left-hand  track  of  a  double 
track  road  (i.  e.,  when  occupying  the  wrong  track), 
that  they  are  responsible  for  keeping   out   of    the 
way  of  trains  on  such  track,  and  they  must  in    all 
such  cases  protect  trains  with  adequate   signals   as 
described. 

206.  Should  a  train,  which  has  been  telegraphed 
as  having  entered  a  tunnel,  not  emerge  therefrom 
within  a  reasonable  interval  of  time,  the  signalman 
toward  whom  the  train  is  approaching  must   pre- 
vent any  train  in  the  opposite   direction   entering 
the  tunnel,  through  which  there  is  a  double  line  of 
rails,   until    he  has   ascertained    that   the   line    on 
which  it  has  to  run  through  the  tunnel  is  clear. 

207.  Should    an  engineman    observe    anything 
wrong  on  the  line  of  rails  opposite  to  that  on  which 
his  train  is  running,  he  must  sound  the  whistle  and 
exhibit  a  danger  signal  to  any  train  or  engine  he  may 
meet,  stopping  if  necessary  to  signal  the  train  or 
engine,  and  must  stop  at  the  first  station  and  report 
to  the  person  in    charge    what  he  has   observed. 
Should  he  meet  an  engine  or  train  too  closely  fol- 
lowing  any   preceding   engine  or   train,  he  must 
sound  the  whistle  and  exhibit  a  caution  or  danger 
signal,  as  occasion  may  require,  to  the  enginemen 
of  such  following  engine  or  train. 

himself  of  their  rights,  in  which  case  he  is  authorized  to  make  the  time 
of  the  train  under  whose  rig-hts  he  is  running.  It  must  be  distinctly 
understood  that  subordinate  trains  or  engines  are  still  subordinate, 
though  an  extra  freight  is  running  on  thp  rights  of  a  train  having 
priority." 

It  will  be  noticed  that  no  provision  is  made  for  notifying  the  Superin- 
tendent of  the  transfer  of  rights  at  the  first  telegraph  station,  from 
which  it  may,  perhaps,  be  inferred  that  the  train  that  assumes  the 
rights  of  another  continues  to  exercise  those  rights  until  it  arrives  at  its 
destination. 


Station  Service.  155 

208.  Upon  a  double  track  road,  when  a  portion 
of  a  train  is  left  upon  the  main  line,  from  accident  or 
inability  of  the  engine  to  take  the  whole  forward,  the 
engineman  must  not  return  for  it  on  the  same  line 
except  by  written  instructions  from  the  conductor, 
but  must  go  on  the  proper  line  and  cross  at  the 
nearest  point  behind  the  part  left  (unless  there  is  a 
crossing  in  its  immediate  front),  which  he  must 
push  before  him  till  convenient  to  go  in  front 
again  with  the  engine.  If  the  engineman  finds  it 
necessary  to  return  to  the  rear  portion  of  his  train 
on  the  same  line,  he  must,  before  starting  with  the 
front  portion,  send  his  fireman  back  to  the  conduc- 
tor to  obtain  the  necessary  written  instructions 
authorizing  him  to  do  so,  and  if  he  give  such  in- 
structions, the  conductor  must  continue  to  protect 
his  train  in  the  rear  and  prevent  a  following  train 
pushing  it  ahead,  except  upon  inclines  worked 
under  special  rules.* 

*  "In  the  event  of  an  accident  occurring',  whereby  one  of  the  main 
lines  is  obstructed,  the  traffic  in  both  directions  musUbe  carried  on  by 
the  other  line;  hut  this  must  not  be  done  until  the  following'  rule  is  rig- 
idly put  in  force:  A  pilot  entwine  must  at  once  be  procured,  and  in  the 
event  of  there  not  being  a  pilot  at  hand,  the  engine  of  a  goods  or  coal 
train  must  be  taken  temporarily  for  the  purpose,  and  written  orders  having 
been  given,  at  both  ends  of  the  single  line,  by  the  chief  officer  on  the  spot, 
that  no  engine  or  train  IK-  allowed  to  go  on  to  it  without  the  pilot  engine 
is  at  the  end  from  which  the  train  is  about  to  start,  the  district  agent, 
clerk  in  charge  of  the  principal  station  near  which  the  obstruc- 
tion has  taken  place,  or  other  officer,  will  proceed  to  pass  the 
traffic  on  one  line,  accompanying  the  pilot  engine  backwards  and  for- 
wards, and  directing  the  arrangements  at  both  ends  of  the  single  line. 
If  no  pilot  engine  can  be  procured,  one  man,  whose  name  must  be  given 
to  the  person  in  charge  of  such  contiguous  stations  or  crossings,  must  be 
appointed,  in  writing,  to  act  as  pilotman,  and  he  must  ride  on  every 
train  or  engine  in  both  directions,  and  no  train  or  engine  must  move 
from  the  said  stations  or  crossings  unless  this  man  is  riding  with  it;  and 
this  one  man  must  continue  riding  to  and  fro  between  the  aforesaid 
places  until  relieved,  and  a  successor  named  in  writing,  at  the  two  ends 
of  the  single  line  then  being  worked." — Gt.  Nor.  Rv.  Enff. 

"  In  case  of  accident  blocking  or  breaking  one  track  and  requiring  a 
train  to  pass  along  the  wrong  track,  the  utmost  caution  must  be  exer- 
cised, and  no  train  or  engine  must  be  permitted  to  proceed  on  the  wrong 


156  Railway  Train  and 

209.  Trains  must  not  pass  a  junction  of  two  lines 
nor  pass  from  a  double  track  line  to  a  single  track  line 
until  the  officials  in  charge  have  examined  the  reg- 
ister, kept  at  such  place,  for  the  purpose  of  ascer- 
taining whether  trains  due  or  past  due  have  ar- 
rived, except  in  those  cases  where  they  have  a  spe- 
cial order  from  the  proper  officer  to  proceed  with- 
out stopping. 

210.  THIRD    TRACK,    OR    MIDDLE    SIDINGS.* 

211.  The  middle  sidings,  or  third  track,  must  be 
used  by  trains  (in  either  direction)  whenever  it  is 
necessary  to  turn  out  to  allow  trains  of  a  superior 
class  running  in  the  same  direction  to  pass  them. 

212.  A  half-way  post  will  be  placed  in  the  cen- 
ter of  each  middle  siding;  trains  in  either  direction 
may  run  to  the  half-way  post  at  a  speed  not  exceed- 
ing six  miles  per  hour,  but  must  not  run  beyond  it, 
except  under  the  protection  of  danger  signals. 

213.  When  trains  pass  the  half-way  post,  they 
must  run  at  a  speed  not  exceeding  four  miles  per 
hour,  to  enable  the  signalman  to  keep  not  less  than 
six  hundred  yards  in  advance  of  the  train. 

214.  When  two  trains  meet  on   a  middle  siding, 
the  train  nearest  the  switch  shall  be  backed,  keeping 
a  flagman  not   less  than  six  hundred  yards  in   ad- 
vance ;  but  when  there  are  crossing  switches  in  the 

line  without  a  memorandum  in  writing  from  the  person  in  authority  at 
the  spot  where  the  accident  had  happened,  and  station  agents  must  be 
satisfied  that  such  orders  have  been  given  and  received,  that  all  trains 
have  been  stopped  until  the  arrival  of  the  one  they  dispatched  on  the 
wrong  track."— TV.  T.  Road,  1854. 

*  No  changes  whatever  have  been  made  by  me  in  the  regulations 
governing  the  use  of  the  third  track.  I  have  accepted  them  just  as  I 
find  them  in  operation  on  one  of  our  greatest  as  well  as  one  of  our  most 
carefully  managed  roads — M.  M.  K. 


Station  Service.  157 

center  of  a  middle  siding,  they  must  be  used  in  all 
cases  when  the  backing  of  either  train  from  the 
siding  on  to  the  main  track  can  be  avoided. 

215.  All  trains  are  required  to  use  middle  sid- 
ings with  great  care;  they  must  invariably  run  ex- 
pecting to  meet  an  opposing  train,  whether  oppos- 
ing trains  are  due  or  not. 

2l6.       MISCELLANEOUS       ORDERS       RELATIVE       TO 
TRAINS. 

217.  Regular  trains  will  be  run  in  accordance 
with  the  schedule,  except  when  otherwise  ordered 
bv  the  proper  officer. 

218.  No  passenger  train  must  be  stopped  at  a 
sttaion  where  it  is  not  timed  to  call,  for  the  purpose 
of  taking  up  or  setting  down  passengers,  without 
special  authority.* 

219.  The  time   indicated  in  the  schedule  is  the 
arriving  time  of  trains,  except  when  the  time  of  de- 
parture is  expressly  stated. 

220.  Large  full-faced  figures  upon  the  sched- 
ule, opposite  a  station,  indicate  that  other  trains  are 
met  or  passed  at  that  station. 

221.  Trains  shall  be  run  uniformly  and  steadi- 
ily  between  stations,  and  delayed  as  little  as  pos- 
sible for  fuel  and  wafer,  and  for  the  transaction  of 
station  business. 

222.  Passenger    trains    shall    be   drawn,   not 
pushed,  except  in  case  of  accident  or  other  emer- 

*  "All  passenger  trains  arc  to  stop  at  the  stations  mentioned  on  the 
time  bills,  whether  there  be  passengers  to  alight  from  the  carriages  or 
not." — Gl.  Xortliern  Ry.  f'->i,!f- 


158  Rail-way  Train  and 

gency,   and  in  case  trains  are  pushed  the   speed 
must  not  exceed  ten  miles  per  hour.* 

223.  When  express  or  freight  cars  are  hauled 
in  a  passenger  train,  they  must  be  placed  next  to 
the  engine. 

224.  No  train  shall  start  without  a  signal  from 
its  conductor,  and  conductors  must  not  give  the 
signal  until  they  know  that  the  cars,  including  the 
air  brake  hose,  are  properly  coupled. 

225.  At  junctions  and  other  points  where  reg- 
isters are  kept,  or  where  train  boards  or  indicators 
are  located,  it  is  the  duty  of  those  in  charge  to  see 
that  the  arrival  and  departure  of  trains  are  accu- 
rately and  promptly  noted  thereon,  the  grade  of 
the  train  being  given  in  each  instance ;  and  it  is  the 
duty  of  trainmen  to  carefully  examine  the  same 
before  proceeding. 

226.  When  the  track  is  clear,  a  white  signal 
must  be  displayed  from  stations  where  trains  pass 
without  stopping. 

227.  Pieces  of  wood  or  coal  must  not  be  thrown 
from  an  engine  or  train  when  in  motion,  lest  sec- 
tionmen  or  others  be  injured  thereby. 

228.  Flying  switches  must  not  be  made,  except 
at  places  or   by  persons  authorized  by  the  proper 
officer.     In  the  absence  of  such  authority  a  switch 
rope  must  be  used.f 

*  "  No  engine  must  be  allowed  to  push  :i  train  of  carriages  or  wag- 
ons on  the  main  lines,  unless  within  station  limits,  but  must  in  all  cases 
draw  it,  except  under  special  regulations  when  assisting-  up  inclines,  or 
when  required  to  start  a  train  from  a  station.  In  case  of  an  engine 
being  disabled  on  the  road,  the  succeeding  engine  may  push  the  train 
slowly  to  the  next  siding,  or  cross-over  road,  at  which  place  the  push- 
ing engine  must  take  the  lead." — English  Standard, 

T  "Double  shunting  is  strictly  prohibited,  except  when  done  by  en- 
gines specially  used  for  the  purpose  of  shunting,  and  attended  by  ex- 


Station  Service.  159 

229.  No  person  will  be  permitted  to  ride  on 
the  engine  or  tender  without  an  order  from  the 
proper  officer,  except  the  engineman,  fireman,  in- 
spector of  engines,  and  road  masters  in   the  dis- 
charge of  their  duties  upon  their  respective  divis- 
ions, and  trainmen,  in  case  of  accident,  or  when- 
ever necessary. 

230.  Employes,  when   on   duty   in  connection 
with  the  train  service,  will  be  under  the  authority, 
and  conform  to  the  orders,  of  the  Superintendent 
of  the  division  upon  which  they  may  happen  to  be 
at  work. 

231.  Mail  agents,  messsengers  of  express  com- 
panies, sleeping  car  conductors  and  porters,  news 
agents,  and    individuals  in  charge  of  private  cars, 
must  consider  themselves  as  employes  in  all  matters 
connected  with  the  movement  and  government  of 
trains,  and  must   conform  to  the  directions  of  the 
conductors  of  the  trains  upon  which  they   may  be 
employed. 

232.  Conductors  and  enginemen  are  required  to 
compare  time  dailv   with  the  standard  time  of  the 
company. 

233.  In  order   to    insure    uniform  time    being 
kept  at  all  the  stations  on  the  line,  to  which  time  is 
not  telegraphed,  the   following  regulations   should 
be  strictly  observed. 

234.  Each  conductor  must,  before  starting  on 
his  journey,   satisfy  himself  that  his  watch  is  cor- 
rect with  the  standard  clock,  and  must  again  com- 

perienced  shunters.  Fly  shunting-  of  empty  vehicles  against  loaded 
passenger  trains,  and  of  vehicles  containing  passengers  or  live  stock  is 
strictly  prohibited." — English  StanJiii-ti. 


160  Railway  Train  and 

pare  it,  and  regulate  it,  if  necessary,  at  the  end  of 
his  journey,  before    commencing  his  return  trip. 

235.  The  conductor  in  charge  of  the  first  pass- 
enger train   (starting  after  8  A.  M.),  stopping  at  all 
stations  on  the  portion  of  the  main  line,  or  branch 
over  which  it  runs,  must,  on  his  arrival  at  each  sta- 
tion at  which  there  is  no  telegraph  office,  give  the 
agent  or  other  person  in  charge  the  precise  time,  in 
order  that  the  station  clock  may  be  regulated   ac- 
cordingly; and,  in  the  event  of  the  time  given  by 
the   conductor  differing  from    that  of  the   station 
clock,  the  latter  must  be  altered  to  agree. 

236.  The  agents  will  be  held  responsible  for 
keeping  their  clocks  properly  regulated  in  accord- 
ance with  this  order,  and   must  at  once  report  to 
the   proper   officer   any  serious   defects  that  may 
occur  in  their  working,  in  order  that  the  necessary 
steps  may  be  taken  for  their  immediate  repair. 

237.  Conductors  of  trains  running  at  night,  upon 
a  single  track  road,  are  required  to  report  in  person 
to  the  operator  at  every  night  telegraph  office  at 
which  they  stop. 

238.  At  night  the  conductors  of  freight  trains 
will   make  and  sign  duplicate  statements  (memo- 
randum cards)  of  the  time  of  leaving  each  station, 
and  give  such  statements  to  the  telegraph  operator, 
or,  in  case  there  is  no  operator,  to  the  watchman. 
When  the  next  train  going  in  the  same  direction 
arrives,  the  operator  or  watchman  will  hand  the 
copy  to  the  engineman  of  such  train.     Enginemen 
will  be  on  the  lookout  to  receive  such   notices  as 
they  pass  stations.      At  stations  where  train  regis- 


Station  Service.  161 

ters  are  kept  for  the  information  of  trainmen,  this 
rule  need  not  be  observed. 

239.  All  accidents,  detention  of  trains,  failure  in 
any  way  of  engines,  or  defects  in  the  road  or 
bridges,  must  be  reported  to  the  proper  officer  by 
telegraph  from  the  next  station.* 

240.       THE    TRACK.f 

241.  "  The  laborers  must  be  in  gangs  of  such 
number  and  force  as  the  roadmaster  may  direct, 
and  to  each  gang  there  must  be  a  foreman,  who 
must  work  constantly  with  his  gang,  and  be  held 
responsible  for  the  faithful  and  efficient  execution 
of  the  work  under  his  care."J 

242.  The  safety  of  life  and  property   requires 
that  sectionmen   should  be    especially  vigilant  in 
foggy  weather  and  during  and  after  storms. § 

243.  They  must  see  that   all   obstructions  upon 
the  track,  or  likely  to  fall  thereon  so  as  to  endan- 
ger the  safety  of  trains,  are  promptly  removed. 

244.  In  no  case,  except   in   the  most  absolute 
necessity,  is    a    rail  to  be  displaced  or  any  other 
work  to   be  performed,  by  which  an  obstruction 

*  "Conductors  and  engineers  are  required  to  report  promptly  any 
defect  they  may  discover  in  the  track,  to  the  Superintendent  of  repairs 
of  track."— 1853. 

t  Generally  speaking,  only  those  rules  that  immediately  affect  the 
movement  and  s-ifety  of  trains  are  embraced,  herein. 

t  "  In  each  gang  of  platelayers  or  men  repairing  the  permanent  way, 
there  shall  be  a  foreman  or  ganger." — Rug.  Standard. 

§  "  They  must  see  that  after  all  heavy  winds,  rains,  and  other  storms, 
and  during  the  same,  the  men  are  out  on  the  road  ready  to  render  such 
assistance  as  may  lie  required,  and  to  give  proper  warning  to  the  trains, 
and  to  repair  such  damages  and  remove  such  obstructions  as  are  neces- 
sary. In  foggy  weather,  when  a  train  can  not  be  seen  at  three  hundred 
yards,  all  the  foremen  and  laborers  must  leave  their  ordinary  work,  and 
the  foreman  must  range  them  along  his  portion  of  the  line,  over  which 
they  must  walk  up  and  down,  driving  such  spikes  and  keys,  or  doing 
such  other  work  as  needs  attention,  and  be  ready  to  give  notice  of 
danger  to  the  signalmen  or  the  trains."— iS;|. 


162  Railway  Train  and 

may  be  made  to  the  passage  of  trains  during  a  fog 
or  snow  storm,  and  the  times  for  effecting  repairs 
which  involve  the  stopping  of  trains  must,  as  far 
as  practicable,  be  so  selected  as  to  interfere  as  little 
as  possible  with  the  passage  of  traffic.* 

245.  "  In  case  of  accident  to  trains  the  nearest 
section  foreman  will  at  once  take  his  whole  force 
to  the  assistance  of  the  train,  even  if  it  is  not  on  his 
own  section. 

246.  "  In   case   of   a  wreck,  foremen  must  at 
once   appoint  the  necessary  watchmen  to   prevent 
freight  or  company's  property  from  being  stolen." 

247.  "  On    receiving     notice    of     a  wreck   or 
accident  they  [roadmasters]  must  at  once   proceed 
to  the  place  and  take  full  charge   and   control   of 
all  track  forces   and   construction   trains;  put   the 
track  in  condition  for  the  safe  passage  of   trains; 
and  remove  the  wreck  with  the  quickest   possible 
dispatch. f 

248.  The   gravel  or  ballast  unloaded  along  the 
line  must  be  promptly  spread  upon  the  track,  so  as 
not  to  endanger  the  safety  of  trains.J 

249.  Fuel  ties,  or  material  of   any   kind  must 
not  be   piled   within  six    feet  of   the   main  track. 

250.  "  In  lifting  the  permanent    way,   no   lift 
must  be  greater  than  three  inches  at  once,  and  then 
it  must  be  effected  in  a  length  of   at   least   twenty 
yards,  in  such  a  manner   as  not  to   occasion    any 

*  "In  all  cases,  before  taking  out  a  rail,  the  platelayer  must  have  at 
the  spot  a  perfect  rail  in  readiness  to  replace  it.  — Eng.  Standard, 

t  Southern  Line. 

j  "  Xo  ballast  must  be  thrown  up  to  a  higher  level  between  the  rails 
than  three  inches,  and  it  must  be  thrown  as  much  as  possible  on  the 
outside  of  each  line,  and  between  the  two  lines,  and  be  replaced  as  soon 
as  possible.  The  rails  must  be  kept  clear  of  gravel,  ballast,  or  any 
other  material." — Eng.  Standard. 


Station  Service.  163 

sudden  change  of  gradient.  Both  rails  must  be 
raised  equally  and  at  the  same  time,  and  the  ascent 
must  be  made  in  the  direction  in  which  the  trains 
run."* 

251.  When  making  repairs  that   obstruct   the 
track,  or  jeopardize  the  safety  of   passing   trains, 
sectionmen  must   place  danger   signals   upon   the 
track,  as  required  by  rule  9O.f 

252.  If  the  track  is  in  bad  order,  or  if,  for  any 
other  reason,  it  is  desired    that   trains   should    run 
slowly,  green  signals  must  be  used.J 

253.  Trackmen  must  keep  the  fences  in  good 
order  at  crossings  and  at  each   side    of    the  track ; 
they  must  see  that  all  breaks  are  repaired  without 
delay ;§  that  cattle  guards  are  kept  in   repair;  that 
all   gates   that  are   found    open    are    closed,    and 
that  all  bars  found  down  are  put   m   proper   con- 
dition. || 

*  English  Standard. 

t  "When  repairing-,  lifting  the  line,  or  performing-  any  operation  so 
as  to  make  it  ncessary  for  a  train  to  proceed  cautiously,  the  foreman  or 
ganger  mu.st  send  a  man  back  at  least  half  a  mile,  and  as  much  farther 
as  the  circumstances  of  the  case  render  necessary,  who  must  exhibit  the 
'  caution  '  signal  so  as  to  be  plainly  visible  to  the  engine  driver  of  the 
approaching  train.  Each  gang  of  platelayers  or  laborers  must  be  sup- 
plied by  the  inspector  of  permanent  way  for  the  district  with  two  sets 
of  day  signals,  two  hand  signal  lamps,  "if  working  after  dark,  and  a 
proper  number  of  detonators.  Each  ganger  will  be  held  responsible 
for  having  his  signals  constantly  in  proper  order  and  ready  for  use." — 
English  Standard. 

%  "  A  green  flag,  or  a  green  light,  exhibited  by  platelayers,  indicates 
that  trains  and  engines  must  reduce  speed  to  fifteen  miles  an  hour  over 
the  portion  of  line  protected  by  such  green  signal.  The  '  caution  '  sig- 
nal must  always  be  exhibited  at  a  distance  of  at  least  half  a  mile  from 
the  point  where  it  is  required  that  the  speed  of  trains  and  engines 
should  be  reduced  and  as  much  further  as  the  circumstances  of  the  case 
render  necessary. "—English  Standard. 

%  "  Surely,  it  is  far  better  to  stop  a  hand  car  and  repair  a  fence  than 
to  subject  a  company  to  damages  for  killing  stock,  with  the  additional 
expense  Occasionally,  of  a  wrecked  train.  In  a  word,  men.  when  pass- 
ing over  a  road  with  a  hand  car.  should  be  prompt  to  remedy  every  de- 
fect they  discover.  It  should  be  a  rule  never  to  postpone  any 
work  of  repairs  that  can  be  done  on  the  instant."—  The  Raadmasters' 
-•1W>/,/;//,  p.  MX. 

"  <  janger-  must  close  and  fasten  all  gates  they  find  open,  and  re- 


164  Railway  Train  and 

254.  When  watchmen  are  employed,  they  must 
walk  over  the  track  and  carefully  inspect  the  same, 
at  intervals  between  the  passage   of  trains.*     It   is 
the  duty  of  watchmen  (and  switchmen  and  agents 
as  well)  to  signal  trains  that  disregard  the    regula- 
tions prescribing  the  time  and  distance   that    must 
elapse    between    trains   that   are    following   each 
other.f 

255.  Trackmen  must  observe  the  condition   of 
the  telegraph  lines  as  they  pass  over  their  sections, 
and  in  the  event  the  line  is  broken   or   obstructed, 
they  will  make  such  temporary  repairs  as  may   be 
required,  reporting  the  circumstances  of   the   case 
to  the  operator  at  the  next  telegraph  station. 

256.  "  Each  ganger  is  required,  in  the  event  of 
storms  or  floods,  to  examine  carefully  the  action  of 
the  water  through  the  culverts  and  bridges  on  his 
length  of  line ;  and  should  he  see  any  cause  to  ap- 

£ort  the  circumstances,  in  order  that  the  persons  who  are  required  to 
eep  such  gates  closed  and  fastened  may  be  charged  with  the  penal- 
ties. The  gangers  must  take  care  to  maintain  proper  scotches  on  all 
sidings  requiring-  them." — English  Standard. 

*"  Whenever  any  person  has  occasion  to  walk  on  the  railway  he  must 
not  walk  on  either  line  of  rails,  but  on  the  right  hand  side  of'  the  line, 
off  the  ballast,  clear  of  passing-  engines  or  trains." — Great  Northern 
Railway  oj  England. 

"Gangers  must  order  off  the  railway  all  persons  trespassing  within 
the  fences,  and  must  do  their  best  to  obtain  the  trespasser's  name  and 
address.  If  any  trespasser  persists  in  remaining-,  they  must  take  him 
to  the  nearest  station  and  give  him  in  charge  of  the  station  master  or 
police  there;  or  (if  any  police  constable  be  nearer  than  the  nearest  sta- 
tion) gangers  must  give  the  trespasser  in  charge  of  such  constable,  and 
at  once  report  having  done  so  to  the  nearest  station." — Great  Western 
Railway  of  England. 

t  "The  foreman  and  other  men  of  the  squads  must  look  at  every 
passing  train,  and  if  thev  see  a  train  running  on  the  same  track,  within 
ten  minutes  of  another  train,  or  anything  wrong-,  they  must  signal  to 
the  engineman  with  a  red  signal,  and  they  must  report  to  the  track  - 
master  when  an  engineman  does  not  obey  the  signals." — 1854. 

"  Where  the  line  is  not  worked  under  the  block  telegraph  regulations, 
if  a  passenger  train  approach  within  ten  minutes  of  a  goods,  cattle, 
mineral,  or  ballast  train,  or  light  engine,  the  men  repairing  the  line  must 
give  the  engine-clriver  of  such  passenger  train  a  signal  to  go  slowly."— 
Eng.  Standard. 


Station  Service.  165 

prehend  danger  to  the  works,  he  must  immediately 
exhibit  the  proper  signals  for  the  trains  to  proceed 
cautiously,  or  to  stop,  as  necessity  may  require,  and 
inform  the  inspector  thereof;  and,  until  the  in- 
spector arrives,  he  must  take  all  the  precautionary 
measures  necessary  for  securing  the  stability  of  the 
line."* 

257.  They  must  see  that  the  ditches   are   kept 
open,  and  that  the  water  courses  under  the  bridges 
and  culverts  are  not  allowed  to  become  clogged  or 
obstructed.f 

258.  In  wet  weather,  and  during  and  after  snow 
storms,  they  must  use  every  effort  to  prevent  delay 
or  accident  to  trains. J 

259.  Track  foremen  must  carefully  walk  over 
and  inspect  every  portion  of  the  section  under  their 
charge  at  least  once  each  day.§ 

260.  "  Each  ganger  must,  when  going  over  his 
length  of  line  to  examine  the  keys  and    fastenings 
of  the  rails,  have  with  him  a  keying  hammer  and 
spanners  or  nut  keys,  and  be   prepared    promptly 

*     G.  W.  Rv.,  England. 

t  "  They  will  be  particular  not  to  allow  standing-  water  upon  any  part 
of  their  line,  hut  keep  the  ditches  open  and  free  at  all  times,  and"  keep 
flood-wood  away  from  the  culverts,  bridges,  and  water-courses." — 
iSS3- 

\  "Their  whole  time  will  be  devoted  to  their  duties  in  the  service  of 
the  company,  and  generally  their  services  are  more  urgently  required 
in  bad,  inclement  weather  than  at  any  other  time.  In  winter,  it  is  as 
much  their  duty  to  keep  the  track  clear  from  snow  and  ice,  as  far  as  it 
is  possible,  as  to  keep  it  in  repair.  At  this  season  every  possible  effort 
should  be  made  to  keep  the  road  open,  and  insure  tfie  regularity  of 
trains." — 1853. 

§  "  Each  ganger  must  walk  over  his  length  of  line  every  morning  ;md 
evening  on  week  days  (except  where  the  engineers  consider  once  each 
day  sufficient,  and  have  laid  down  such  instructions  in  writing)  and, 
where  passenger  trains  are  run,  once  on  Sundays,  and  tighten  up  all 
keys  and  other  fastenings  that  may  be  loose;  and  he  must  examine 
the  line,  level,  and  gauge  of  the  road,  and  the  state  of  the  joints,  mark- 
ing, and  if  necessary  repairing,  such  as  are  defective." — G.  W. 
Ry.,  Etiff. 


166  Rail-way,  Train  and 

to  supply  keys,  nuts,  packings,  fastenings,  or  other 
parts  of  the  permanent  way  that  may  be  re- 
quired."* 

261.  "  No  wagon  or  other  vehicle  employed  in 
the  permanent  way  department  must  be  left  in  any 
siding  without  the  wheels  nearest  to  the   entrance 
into  the  main    line   being   properly   blocked   and 
secured."f 

262.  No  notice  will  be  given  trackmen   of  the 
passage  of  trains,  and  they  must  therefore   govern 
themselves  accordingly.! 

263.  Section    foremen    must    report     to     the 
proper  officer  any  neglect  upon  the  part  of  train- 
men to  properly  regard  danger  or  caution  signals. 

264.  Old   or   unused    material    of   every    kind 
upon  the  line  of  the  road,  or  at  stations   or    shops, 
must  be  carefully  collected  and  preserved. § 

265.  "  All  luggage,  goods,  or  articles  found  on 
the  line  must  immediately  be  taken  to  the  nearest 
station,  and  a  report  made  containing  the  best  in- 

*  G.  W.  Ry.,  England.. 

t  English  Standard. 

j  "  On  no  occasion,  except  in  cases  of  emergency  or  of  accident,  and 
never  at  night,  or  in  a  fog,  or  when  a  train  is  due,  must  a  trolley  be  run 
in  the  wrong  direction,  and  in  such  cases  the  trolley  must  be  preceded 
at  a  distance  of  not  less  than  a  mile  by  a  man  with  a  red  nag  and 
detonators.  In  tunnels  a  red  light  must  always  be  used." — Great  Wes. 
Ry.,  Eng. 

"In  the  case  of  a  single  line,  the  trolley  must  be  so  protected  in  both 
directions.  No  trolley  must,  in  any  case,  be  placed  on  the  line,  except 
by  the  platelayers  and  with  the  knowledge  of  the  ganger,  who  is 
responsible  for  seeing  it  properly  protected  and  used.  No  trolley  must, 
under  any  circumstances,  be  attached  to  a  train,  and  all  trolleys  when 
not  in  use  must  be  taken  off  the  rails,  placed  well  clear  of  the  line, 
and  the  wheels  secured  with  chain  and  padlock." — English  Standard. 

§  "They  will  protect  the  materials  or  property  of  the  company 
(whether "new  or  old)  upon  their  line  from  depredation,  loss  or  injury, 
and  keep  it  properly  ana  neatly  piled  up,  ready  for  use  or  removal."— 
1853. 


Station  Service.  167 

formation  that  can  be  obtained  respecting  the  train 
from  which  they  may  have  fallen.* 

266.  "  Trackmen  working  in  a   tunnel,   when 
trains  are  approaching  in  both  directions,  must,  if 
unable  to  reach  any    recess  in  the  walls,  lie  down 
either  in  the  space  between  the  two  lines  of  rails, 
or  between  the  line  and  the  side  of  the  tunnel,  until 
the  trains  have  passed.     The  width  of  the  space 
depends  on  the  construction  of   the  tunnel,    with 
which  every  man  must  make  himself  acquainted 
in  order  that  he  may  select  the  place  which  affords 
the  greatest  safety ."f 

267.  Trackmen  must  desist  from  work  upon  a 
train  approaching,  and  must  not  cross  over  to  the 
other  lines,  but  move  to  the  side  of  the  road,  clear 
of  all  the  lines,  to  secure  themselves  from  the  risk 
of  accident  by  trains  running  in  opposite  directions. 

268.  In  the  event  of  any  fire  taking  place  upon 
or  near  the  line,  employes  must  take  immediate 
measures  for  putting  it  out.J 

269.  Bridges  and  culverts  should  be  carefully 
inspected  after  the  passage  of  each  train;  but  where 
this  is  impossible  they  must  be  examined  daily,   or 
oftener  if  sectionmcn  have  occassion  to  pass  over 
them.     All  defects  should  be  promptlv   remedied, 

*     Eng.  Standard. 

"Anything  which  may  have  been  lost  from  a  passing  train,  such  as  a 
casting-,  nut,  screw,  or  bolt,  or  any  piece  of  machinery,  piece  of  freight, 
baggage,  or  other  matter,  they  will  pick  up  and  carry  to  a  regular  sta- 
tion, and  deliver  to  the  station-agent." — Old  Rule. 

t    Eng.  Road. 

+  "  Careless  firemen  frequently  throw  overboard  handfuls  of  dirty 
waste,  which  at  any  time  may  be  ignited  by  a  spark  from  a  passing  lo- 
comotive. Fire  may  be  carried  thence  into  the  drv  grass  by  the  road- 
side, afterwards  into  the  fence,  and  so  on  to  the  haystacks,  buildings, 
wood  piles,  etc." — The  Roadmaster^  Assistant,  p,  116. 


168  Railway  Train  and 

and  in  the  event  sparks,  burning  waste,  fuel  or  fire 
of  any  kind  is  observed,  it  should  be  put  out.* 

270.  "  Before    removing  any   traveling    crane, 
the  person  in  charge  of  it  must  see  that  the  jib  is 
properly  lowered  and  secured,  and  so  fixed  that  it 
will  pass  under  the  gauge,  and,  when  it  has  to  be 
removed  by  train,  it  must,  when  practicable,  be  so 
placed  that  the  jib  will  point  towards  the  rear  of 
the  train. 

271.  "  Whenever  a  crane  is  in  use  whereby  the 
jib,  or  any  other  portion  of  it,  obstructs  or  fouls 
any   line   of   rails  in  use    for  traffic   purposes,   or 
whenever,   by  any  possibility,   during  the  loading 
of  round  timber,  long  timber,  angle  iron,   or  other 
articles  of  great  length,  the  main  line  may  be  ob- 
structed, it  is  incumbent  on  the  person  in  charge  of 
the  loading  to  place  danger  signals  "f  as  required 
by  rule  "  90." 

*  "  When  a  gang-  of  trackman  engaged  at  work  discover  a  smoke  on 
a  line,  they  should  at  once  attend  to  it.  It  should  he  a  rule  at  all  times 
never  to  neglect  the  least  indication  that  a  fire  has  caught  on  the  line. 
On  more  than  one  occasion  expensive  bridges  have  been  destroyed  ow- 
ing to  a  neglect  to  stop  the  hand  car  and  remove  a  live  coal  of  fire 
dropped  by  a  locomotive,  or  to  put  out  a  fire  caused  by  a  spark  from  a 
smoke  stack  lodging  in  a  decayed  spot  of  timber.  Some  of  the  worst 
wrecks  on  record  have  been  taken  out  of  culverts  where  a  stringer  has 
been  nearly  burned  through." — Ibid,  pp.  116-117. 

t    English  Road. 


CHAPTER  X. 

Rules  and  Regulations  Governing  the  Movement  of 
Trains  by  Telegraph — Also  Directions  Applicable  to  the 
Double  or  Duplicate  Order  System — Forms  of  Orders, 
Etc.,  Etc.* 

272.  Such  dispatchers  as  may  be  authorized  by 
the  superintendent  are  the  only  persons  empow- 
ered to  move  trains  by  special  orders,  and  but  one 
person  on  the  same  subdivision  of  a  road  will  be 
permitted  to  move  trains  by  special  orders  at  the 
same  time.f 

273.  All  special  orders  for    the  movement  of 
trains,  whether  sent  by   telegraph   or   otherwise, 
must  be  in  writing,  and  no  train  must  be  moved  in 
any  way,  in  conflict  with  the  time-table  or  general 

*  In  connection  with  this  subject  it  is  interesting  to  remember  that 
the  idea  that  a  train  could  be  moved  by  telegraphic  orders  from  station 
to  station  against  an  opposing-,  but  delayed  train,  first  occurred  to 
Charles  Minot,  Superintendent  of  the  Erie  Railway,  in  :8w.  The  prac- 
tice had  but  a  narrow  application  at  first,  but  has  widened  greatly  since 
until  it  has  become  the  prevailing-  custom  upon  every  American  railroad 
when  business  can  be  accelerated  thereby,  as  it  can  be  in  nearly  every 
instance  where  trains  are  delayed.  I  acted  as  a  Train  Dispatcher  in 
1860-61,  at  which  period  the  method  of  moving-  trains  by  telegraphic 
order  had  reached  quite  as  high  a  state  of  perfection  as  at  the  present 
time. 

t  The  reason  of  this  is  obvious  enough.  In  the  movement  of  trains 
by  special  orders  the  most  perfect  uniformity  of  action  must  exist;  no 
omission  must  be  made;  there  must  be  no  conflict  of  orders.  These 
results  cannot  be  secured  where  two  persons  are  giving-  directions  at 
the  same  time,  no  matter  how  desirous  thev  mav  be  of  acting  in  har- 
mony. Accident!  of  a  disastrous  character  have  resulted  from  a  disre- 
gard of  these  manifest  and  necessary  conditions.  Upon  some  lines  it  is 
customary  to  sign  the  name  of  the  superintendent  to  all  special  orders; 
others  require  the  signature  of  the  train  dispatcher  or  person  actually 
directing  the  movement.  It  is  not,  perhaps,  material  what  name  is 
used,  so  long  as  the  responsibility  is  explicit. 

ii  169 


170  Rail-way  Train  and  • 

rules  unless  a  copy  of  the  order  for  such  move- 
ment, properly  authenticated,  is  in  possession  of 
both  the  conductor  and  engineman.* 

274.  When  a  train  is  abandoned  the  order  di- 
recting its  abandonment  must  be  sent  by  telegraph 
to  all  agents,  conductors  and  enginemen  upon  the 
division,  and  no  train  must  leave  a  station  to  run 
upon  the  time  of  an  abandoned  train,  which,  by  the 
regulations  would  have  the  right  of  road,  unless 
the  conductor  and  engineman  of  such  train  have  in 
their  possession  a  copy  of  the  order  of  abandon- 
ment, properly   signed  and   certified.     Orders  for 
the  abandonment  of  trains  must  be   repeated  back 
by  operators  and  approved  by  the  dispatcher. 

275.  Before  an  order  is  given  by  telegraph  for 
two  or  more  trains  to  meet  at  a  station  other  than 
that  directed  by  the  time  table,  the  order  to  hold 
both  trains  must  first  be  given  to  the  operator  at 
such  meeting  point,  and  until  this  is  done  no  order 
must  be  sent  to  either  train. f 

276.  When  a  meeting  or  passing  point  is  to  be 

*  Where  an  engine  is  run  over  the  road  without  a  train  or  conduc- 
tor the  engineman  acts  as  conductor,  and  one  copy  of  the  order  is  of 
course  sufficient  for  him  in  both  capacities. 

t  This  regulation,  requiring  that  the  operator  at  the  station  where 
the  trains  are  to  meet  shall  be  notified,  is  not  deemed  necessary  by  many 
experts  in  such  matters.  Indeed,  many  dispatchers  only  sencf  the  order 
to  the  train  that  would  not  otherwise  move.  Thus,  if  he  desires  a  train 
moving  under  special  directions  to  meet  a  regular  train  at  a  time  and 
place  where  such  regular  train  is  due  by  the  schedule,  he  would  only 
send  the  order  to  the  special,  being  particular  simply  to  see  that  abun- 
dance of  time  was  given  such  train  to  be  at  the  meeting  point.  This 
method  reduces  the  labor  and  expense  of  the  telegraphic  service  to  the 
minimum,  but  it  has  always  seemed  to  me  that  where  two  or  more 
trains  are  to  meet  at' a  specific  point  not  designated  as  their  meet- 
ing point  in  the  time  table,  both  trains  should  be  notified.  I  don't 
know  that  it  is  imperative  that  the  operator  at  the  meeting  point  should 
be  notified;  it  is  an  additional  precaution,  however.  Its  observance 
would,  of  course,  require  that  only  telegraphic  stations  should  be  select- 
ed as  meeting  points,  and  this  is  desirable  as  far  as  possible,  but  is  not 
always  practicable. 


Station  Service.  171 

made  by  two  or  more  trains,  the  order  must  be 
made  definite  and  conclusive;  it  should  first  be  sent 
to  the  conductor  having  the  right  to  the  road. 

277.  If  it  is  desired  to  give  a  train  the  right  to 
run  against  a  passenger  train,  the  order  must  first 
be  sent  to  the  conductor  of  the  latter,  and  no  order 
must  be  given  the  opposing  train  until  the  receipt 
of  a  satisfactory  reply  from  the  conductor  of  the 
passenger  train.     And  in   the  same  way,  before 
giving  a  passenger  train  the  right  to  the  road  over 
a  train  possessing  such  right,  the  order  should  first 
be  sent  to  the  train  having  the  right  to  the  road ; 
when  a  satisfactory  reply  has  been  received  from 
the  conductor  of  such  train  the  order  may  be  trans- 
mitted to  the  other  train.* 

278.  A  train  of  an  inferior  grade  must  not  be 
directed  to  move  ahead  of  a  regular  train  of  a  su- 
perior grade  (when  such  regular  train  is  on   time) 
unless  the  train  of  inferior  grade  shall   have  full 
schedule    time   (according   to   the    regulation   for 
trains  of  that  grade)  to  reach  the  point  to  which  it 
is  ordered,  in  advance  of  the  time   at  which  the 
train  of  a  higher  grade  is  due  at  such  point.     And 
in  the  event  a  train  of  an   inferior  grade  running 
ahead  of  a  regular  train  of  superior  grade,  as  di- 
rected in  this  rule,  cannot  make  schedule  time,  its 

*  Under  what  is  called  the  "Double  Order"  system  (described 
further  on)  the  order  stating  at  what  place  two  or  more  trains  shall 
meet  or  pass,  or  any  order  affecting  the  relative  rights  of  two  or  more 
trains,  is  sent  in  the  same  words  to  the  conductor  and  enginemanof  each 
train  interested.  Whenever  practicable,  the  order  is  sent  at  one  trans- 
mission to  each  of  the  operators  who  are  to  receive  it,  but  where  it  is 
not  it  is  sent  first  to  the  one  who  is  deliver  it  to  the  superior  train  or  the 
train  having  the  right  to  the  road.  This  admirable  plan  has  the  ad- 
vantage of  rendering  it  impossible  for  conflicting  orders  to  be  given  by 
mistake. 


172  Rail-way  Train  and 

conductor,  as  soon  as  he  discovers  such  to  be  the 
case,  must  leave  a  signalman  to  warn  the  approach- 
ing train,  ahead  of  which  he  has  been  directed  to 
run,  and  must  report  to  the  proper  officer  for 
orders  at  the  next  telegraph  station.  The  con- 
ductor and  engineman  of  the  train  of  supei'ior 
grade  that  is  following,  must  be  notified  in  writing 
of  the  order  directing  the  train  of  an  inferior  grade 
to  proceed,  but  it  must  be  distinctly  understood 
that  such  conductor  and  engineman  will  not  be 
held  responsible  for  any  accident  that  may  occur  in 
consequence  of  the  slow  train  getting  in  its  way, 
unless  such  accident  shall  have  been  caused  by  a 
disregard  of  signals  or  of  the  rules  and  regulations. 

279.  To  enable  trains  to  move  with  promptness 
and  regularity,  such  expedition  as  is  consistent  with 
safety  is  enjoined    upon   trainmen    and   telegraph 
operators  in  the  transmission  of   and  response   to 
telegraph  orders.     Train  orders  must  have  prece- 
dence over  all  other  business  upon  the  wires. 

280.  Should    a   train   be   held    at    night   at   a 
telegraph  station  where  there  is  no  night  operator, 
the  conductor  will  call  the  day  operator  into   the 
office  for  the  purpose  of  receiving  the  orders  neces- 
sary before  proceeding. 

281.  Conductors  and  engineers  must  not  go  to 
meals,  or  delay  their  trains  from  any   cause,   after 
receiving  an  order  allowing  them  to  proceed,  with- 
out asking  for  and  obtaining  express  permission  to 
do  so.     If  a  train  has  work  to  do,  in  such  cases  the 
conductor  must  at  once  notify  the   dispatcher   of 
the  probable  length  of  time  before  he  can  be  ready 


Station  Service.  '    173 

to  leave.  When  such  permission  is  received,  he 
must  report  when  he  is  ready  to  go,  and  ask  if 
there  are  any  further  orders. 

282.  A    full    record  of   the   movement   of  all 
regular   and    special    trains,    showing     hour    and 
minute  of  leaving  each  station,  as  reported  at    the 
time  by  operators,  should  be  kept  by  the  dispatcher. 

283.  Safety  demands  that  all  persons  connected 
with  the  movement  of  trains  by  telegraph   should 
use  the  utmost  care  and  watchfulness. 

284.  The    rules   regarding   the   movement     of 
trains  must  be  strictly  observed. 

285.  Orders    must  be   written   in   a  clear  and 
legible  manner,  without  erasures,  alterations  or  "in- 
terlineations,  and  conductors   and    engineers    are 
positively  forbidden  to  receive  or  proceed  on    any 
order  which  they  cannot  readily    read  and  under- 
stand. 

286.  After  the  reception  of  an  order  it  must  be 
strictly  obeyed,  unless  expressly  cancelled   by  an- 
other formal  order  from  the  same    or   a   superior 
officer. 

287.  In  the  transmission  of  orders  by  telegraph 
no  abbreviations  will  be  used  except  those  provided 
for  by  the  rules  and    regulations.     Figures   when 
used  must  be  written  with  especial  care.     Where 
there  is  any  possibility  of  mistaking  one  train    for 
another  the  engine  number  must  be  given  as   well 
as  the  number  of  the  train.     Extra  trains  will   be 
designated  in  all  cases  by  the  engine  number.* 

*  "Trains  will  be  designated  by  their  schedule  numbers,  with  the  en- 
gine number,  thus:  Train  No.  10,  engine  57;  or  2nd  section  Xo.  iS,  engine 
70.  Extras  by  their  engine  number,  thus:  Extra  69.  Numbers  will  be 


174  Railway  Train  and 

288.  In  addressing  orders  the  abbreviations  C. 
and  E.  may  be  used  for  conductor  and  engineman.* 

289.  The  number  12  must  be  used  at   the   end 
of  every  train  order,   immediately   preceding   the 
signature  of   the  dispatcher.     It  signifies,  "  Do  you 
acknowledge  receipt  of   this    order,   and   do   you 
fully  understand  it?" 

290.  In  responding  to  train  orders   conductors 
and  others  will  use  the   numeral   abbreviation    13. 
13  signifies,  "I  hereby  acknowledge  the  receipt  of 
order  and  fully  understand  it  and  will  carry  out 
its  requirements." 

291.  The  abbreviation  O.  K.  will  be  used  by 
the   dispatcher  in  approving  orders.     It  signifies 
"  All  right,  your  understanding  of  the  order  is  cor- 
rect." 

292.  The  abbreviation  X.  will  be  used  by  ope- 
rators in  acknowledging  receipt  of  train  orders. 
It  signifies,  "  Order  received,  and  the  signal  to  stop 
the  train  has  been  displayed  by  me.     I  will  see 
that  the  train  is  stopped,  and  when  it  is  duly  ap- 
proved will  deliver  the  order."f 

represented  by  figures,  and  signatures  of  superintendent  and  operators 
by  initials.  No  other  abbreviations  will  be  used  in  orders  but  such  as 
are  fixed  by  code  or  general  usage  and  well  understood." — J.  A. 
A  nderson. 

•'It  will  probably  never  be  settled  to  the  satisfaction  of  everybody 
whether  numbers  should  be  represented  in  figures  01  written  out  in  full. 
The  opinion  of  practical  men  has  been  lately  growing  more  favorable  to 
figures,  although  some  adhere  rigidly  to  writing  out  numbers  in  words. 
Much  depends,  of  course,  on  the  training  of  the  operators.  Figures  are 
unmistakable  if  properly  made,  while  a  long  number  written  out  in  full 
may  be  so  poorly  made  as  to  confuse  the  reader.  Where  a  single  figure 
occurs  in  describing  a  section  of  a  train,  as  2nd,  3rd,  etc.,  it  is  easy  to 
take  the  one  for  the  other,  both  in  telegraphing  and  the  written  figures, 
and  it  is  wise  to  write  these  out." — Ibid. 

*  The  abbreviations  contained  herein  have,  of  course,  no  especial 
merit  except  so  far  as  they  may  appeal  to  the  reader.  Others  may  be 
substituted  for  them  if  thought  more  desirable. 

f    When  an  operator  receives  an  order  for  a  conductor  he  does  not 


Station  Service  175 

293.  The  train  order  signal,  or  the  signal  to 
stop,  must  be  promptly  removed  by  the  operator 
when  the  object  for  which  it  is  displayed  has  been 
accomplished.* 

294.  Operators  will,  upon  receiving  telegraph- 
ic orders  for  an  expected  train,  immediately  exhibit 
the  proper  signal  directing  it  to  stop.     The  signal 
must  not,  however,  he  relied  upon  exclusively  to 
hold    the     train.       Operators     must    watch    for    it 
closely  and  use  all  necessary  means  to  stop  it. 

295.  When  the  signal  to  stop  is  shown,.the  ap- 
proaching train  will  be  brought  to  a  full  stop  (and 
in  such  cases  it  is  the  duty  of  operators  to  see  that 
trains  are  so  stopped),  and  the  conductor  must  go 
immediately  to  the  telegraph  office  to  receive  and 
acknowledge  such  orders  as   may  be  awaiting  the 
train. 

296.  Should  the  signal  have  been  displayed  for 
some  other  train,  the  conductor  must,  before  pro- 
ceeding, receive  from  the  operator  a  written   re- 
lease, also  a  copy  for  the  engineer,  stating  for  what 
train  the  signal  was  displayed;  such  release  will  be 
authority  for  the  train  to  proceed,  provided   it  can 
do  so  on  its  time  table  rights  or  such  rights   as  it 
may  have  derived  from  previous  orders. 

297.  All  orders  by  telegraph  for  the  movement 
of  trains  must  be  taken  by  operators  upon   mani- 

technically  deliver  it  until  the  conductor  has  telegraphed  back  his  un- 
derstanding-of  it  and  the  dispatcher  has  in  reply  duly  approved  or  as- 
sented to  such  understanding.  The  order  is  then  formally  delivered  by 
the  operator  to  the  conductor  to  be  executed. 

*  Upon  some  lines  each  station  is  provided  with  a  fixed  signal,  the 
normal  or  ordinary  position  of  which  is  at  danger,  and  no  train  i>  per- 
mitted to  pass  the  station  unless  the  signal  is  positively  set  so  as  to  in- 
dicate that  the  track  is  clear  and  that  trains  may  proceed. 


176  Railway  Train  and 

fold  paper.  Three  copies  will  be  taken  in  each 
case,  unless  otherwise  directed  by  the  person  send- 
ing the  order. 

298.  All  train  orders  shall  be  numbered  con- 
secutively for  each  day,  commencing  with  number 
one  at  midnight. 

299.  The   operator    must   read   the   order   dis- 
tinctly   (reading   from   the   copy  which   he   is    to 
retain)  to    the  conductor,  who   will   see   that  the 
copies  for  himself  and  the  engineman    agree   ex- 
actly  therewith.     If    the   conductor   fully   under- 
stands the  order  he  will  write  upon  the  copy  to  be 
retained  by  the  operator:  "13  order  No.  — ,"  sign- 
ing his  name  and   specifying   his   train ;  or,  when 
desired,  the  operator  may  write  all  but  the  signa- 
ture. 

300.  The  operator  will  then  repeat   the   order 
to  the  dispatcher,  who,  if  satisfied  all  is  right,  will 
respond,  "  Order  No.  —  O.  K,"  giving  exact  time 
and  signing  his  initials.     This,  with  the  initials  of 
the  operator,  will  be  recorded  on  all  copies  of  the 
order,   which   then,   and   not   till    then,    becomes 
valid. 

301.  When  a  train  order  is  received  at  a  station, 
and  the  receipt  acknowledged  by  the    operator,  it 
holds  that  train  until  the  order  is  approved  and  de- 
livered.    A  train  order  is  not  complete  and  a  train 
cannot  move  under  its  direction  until  it  is  approved 
(O.  K.)  by  the  dispatcher  as  stated  elsewhere. 

302.  Operators  must  not  receive  or  receipt  for  an 
order  until  the}-  know  positively  that  none  of  the 
trains  named  in  it  have  already  passed  their  station ; 


Station  Service.  177 

or,  if  at  their  station,  they  must  know  to  a 
certainty  that  none  of  them  are  beyond  reach, 
and  must  at  once  hold  them  by  getting  the 
acknowledgment  (13)  from  the  conductor.  If  in 
doubt  they  must  not  acknowledge  receipt  of  the 
order  until  they  get  the  signature  of  the  conductor. 

303.  Dispatchers,  as   well    as   operators,   must 
spare  no  effort  to  secure  absolute  accuracy.     Only 
the  dispatcher  is  authorized  to  approve  (O.  K.)  an 
order. 

304.  An  order  may  be  repeated  by  the  operator 
before  the  train  for  which  it  is  intended  arrives   at 
the  station,  but  in  no  case  must  the  signature  of  the 
conductor  be  transmitted  by  the  operator  until   he 
(the  conductor)  has  appeared  and  personally  signed 
the  same  on  the  face  of  the  order,  after  it  has  been 
carefully  read  to  him  as  directed.* 

305.  In    cases    of  threatened     storm,    or   any 
probable  failure   of  the   telegraph    wires,   orders 
may  be  corrected  by  the  dispatcher  without  wait- 
ing for  the  signature  of  the   conductor.     In   such 

*  The  reg-uhitions  in  regard  to  repeating  train  orders  are  not  uniform 
on  all  lines.  In  many  cases  the  order  is  not  repeated  by  the  operator  until 
the  conductor  has  arrived  and  his  signature  has  actually  been  obtained 
to  the  understanding.  On  other  lines  it  is  the  practice  (though  probably 
not  in  accordance  with  the  printed  regulations)  for  the  operator  to  re- 
peat the  order  as  soon  as  received,  with  the  names  of  the  conductor  and 
engineer,  though  the  latter  could  not  possibly  have  had  time  to  read 
or  sign  it,  and  perhaps  have  not  yet  arrived  at  the  station.  I  think  it 
is  desirable  that  the  body  of  the  order  should  be  repeated  at  once.  It 
affords  opportunity  to  correct  any  mistake  that  may  have  occurred,  and 
will  expedite  the  movement  of  trains.  In  train  dispatching  every 
moment  is  of  value,  and  a  gain  of  a  few  seconds  will  oftentimes  permit 
trains  to  move  forward  that  might  otherwise  be  greatly  delayed.  How- 
ever, the  preparatory  work  should  never  go  further  than  verifying  the 
copy  of  the  order  in  the  hands  of  the  operator.  It  should  remain  in- 
complete until  the  signature  of  the  conductor  has  been  actually  ob- 
tained and  been  transmitted  to  the  dispatcher,  and  the  approval  of  the 
latter  received. 


178  Railway  Train  and 

cases  the  signature  must  be  sent  as  soon  as  practi- 
cable afterwards. 

306.  An  order  for  a  train  away  from  a  telegraph 
station    should    be     addressed    in     form    as     fol- 
lows:      "To     C.    &     E.,     Train     No .... 

at ,  care  of "     The   con- 
ductor or  other  person  in  whose  care  it  is  to  be  for- 
warded will  sign  for  it  and    get  the   dispatcher's 
approval  (O.  K.).     He   will  be  furnished   with   a 
copy  in  addition  to  those  for  the  C.  &  E.,   and   on 
this  he  will  take  their  signatures  and  deliver  it  to 
the  operator  at  the  first  telegraph  office,  who   will 
transmit   the   signatures   and  get   the  dispatcher's 
approval  (O.  K.)  for  preservation. 

307.  A  conductor  receiving  an   order   will,   as 
soon  as  it  is  approved,  personally  deliver  to  his  en- 
gineman  a  copy  thereof,  retaining  a  copy  for  him- 
self, which  latter  he  will  read  aloud  to  the  engine- 
man,  who  will  closely  scrutinize  his  own  copy  and 
see  that  it  is  the  same  in  all  respects.     An   engine- 
man  must  not,  under  any  circumstances,  start  from 
a  station  at  which  an  order  is  received  for  his  train 
without  a  copy  of  the  order  in  his  possession.* 

308.  At   telegraph   stations   where    stationary 
train  order  signals  are  erected  the  white   signal   is 
shown  by  day  or  by  night  when   no  orders  have 
been  received. 

*  The  rules  of  many  roads  require  that  the  engineman,  as  well  as  the 
conductor,  shall  go  the  telegraph  office  and  sign  the  understanding  of 
the  order  in  person.  If  the  rule  as  herein  given  is  strictly  observed 
(and  if  it  is  not,  it  is  not  likely  that  the  other  would  be)  it  answers  every 
requirement  of  safety.  The  engineman  can  do  more  for  the  protection  of 
his  train  while  waiting  at  stations  bv  remaining  at  his  post  and  look- 
ing over  his  locomotive  to  see  that  everything  is  in  good  shape  than  he 
can  by  accompanying  the  conductor  to  the  telegraph  office. 


Station  Service.  179 

309.  Night  telegraph  stations  must  have  signals 
burning  all  night. 

310.  Day  telegraph   stations   must  have  them 
burning  from  dark  until  offices  are  closed. 

311.  For  further  safety,  operators  must  keep  a 
red  flag  by  day  and  a  lighted  red  lantern  by  night, 
and   also  a  supply  of  torpedoes  ready    for   instant 
use. 

312.  Trains  approaching  stations  where  signals 
should  be  shown  and  failing  to  observe  them  must 
be  stopped  and  conductors  must  go  at  once  to   the 
telegraph  office  and  learn  the  cause  of  failure. 

313.  The  absence  of  signals  where  they  should 
be  shown  indicates  danger.     All  cases  of  this  kind 
should  be  promptly  reported  by  conductors  to  the 
proper  officer. 

314.  A  train  must  not  pass  a  telegraph   station 
where   the   schedule    requires  it  to  stop,  whether 
train   order   signals    are    exhibited    or    not,   until 
the     conductor     has     gone,     personally,     to     the 
telegraph     office    and    handed    to    the     operator 
a   printed    form,   duly  signed,    inquiring  whether 
there   are    any    orders    for    him.      If    there    are 
no   orders   the   operator   will    deliver    to   him   in 
return  a  similar  blank,  duly  signed,  stating  that  he 
has  no  orders  of  any  kind  for  him.     This  does  not 
relieve    operators    from   the  duty  of  promptly  dis- 
playing the  necessary  signals  whenever  they  have 
orders  for  trains,  or  making  such  other  efforts   to 
stop  them  as  may  be  necessary.     At  night,   after 
day  telegraph  offices  are  closed,  this  rule  will  Jipply 
only  at  night  telegraph  offices.     Conductors  must 


180  Railway  Train  and 

in  all  cases  inquire  for  orders  as  directed  above   at 
terminal  starting  points* 

315.  When  trains  are  running  upon  special  or- 
ders each  must  approach  with  great  care  every 
station  where  another  train  may  possibly  be,  ex- 
pecting that  the  main  track  may  be- occupied  at 
such  station.     This,  however,  does  not  relieve  any 
train  from  compliance  with  rule  90,  and  other  rules 
and  regulations  governing  such  cases. 

316.  Special  orders  are  to  be  used  only  by  the 
trains  to  which  they  are  addressed,  and  no  other 
trains  must  be  allowed  to  use  them.     They  are  to 
be  used  only  against  such  trains  as  are  expressly 
named  therein.     An  order  to  run  on  the  time  of 
any  particular  train  must  not  be  taken  to  run  on 
the  time  of  any  other  train.     All  other  trains  must 
be  treated  according  to  the  time  table  rules  and 
regulations. 

317.  When  an  order  is  sent  to  a  train  which 
may  be  carrying  a  signal  for  a  train,  such  order 
will  not,  unless  expressly  so  stated,  cover  the  train 
that  may  be  following,  and  in  no  case  will  the  train 
for  which  the  signal   is  carried   avail  itself  of  any 
special  orders  which  the  train  bearing  the  signal 
may  receive  without  a  special  written  order  to  that 
effect.     When  orders  are  duplicated  to  following 

*In  reference  to  this  rule  I  know  of  several  companies  whose  reg- 
ulations require  that  freight  and  working  trains  must  stop  at  all  tele- 
graph offices  to  inquire  for  orders,  while  passenger  conductors  are  only 
required  to  inquire  for  orders  at  such  telegraph  offices  as  are  regular 
stopping  places  for  their  trains.  The  rule  requiring  conductors  to  go 
to  the  telegraph  office  at  each  stopping  place  is  in  some  respects  ex- 
ceedingly inconvenient,  and  is  much  complained  of  by  trainmen.  It  is 
claimed  by  conductors  in  such  instances  that  it  takes  them  away  from 
their  trains  at  the  moment  when  it  is  important  that  they  should  \>e  ob- 
serving the  movement  of  passengers  getting  aboard  their  trains,  and 
performing  other  duties  incident  to  their  position. 


Station  Service.  181 

trains  the  understanding  of  each  conductor  must 
be  separately  signed,  and  must  be  responded  to  by 
the  dispatcher,  as  provided.  In  no  case  must  the 
signals  be  removed  by  operators  until  all  trains 
have  passed  for  which  the  order  is  intended. 

318.  Under  the  system   of  moving   trains  by 
telegraphic  orders,  trains  may  be  expected   upon 
any  part  of  the  road  at  any  time.     This  fact  should 
be  kept  constantly  in  mind  by  employes. 

319.  In  the  event  it  is  impossible  or  undesirable 
at  any  time  to  move  trains  by  telegraphic  orders, 
then,  and  in  that  case,  trainmen  will  conform  to 
the  schedule  and  the  rules  and  regulations  govern- 
ing the  movement  of  trains  incident  thereto. 

320.  After  the  receipt  of  an  order,  should  the 
line  cease  to  work  before  it  is  approved  (O.  K.)  by 
the  dispatcher,  the  operator  will  not  deliver  such 
order,  but  will  inform  the  conductor  of  the  occur- 
rence.    It  is  then  the  duty  of  the  latter  to  adopt 
such  precautions  as  will  prevent  accident.     Trains 
will  not  proceed  in  such  cases,  except  under  the 
protection  of  signals,  until  all  doubt  has  been   re- 
moved. 

321.  If   conductors  or   enginemen    change  off 
before  the  completion  of   their  trips,  they    must 
carefully  exchange    any  special  orders   they  may 
have,  and  each  must  know  that  these  are  perfectly 
understood  by  the  other.     No  change  of  this  kind 
will  be  allowed  without  the  consent  of  the  proper 
officer. 


182  Railway  Train  and 

322.   REGULATIONS  APPLICABLE  TO  THE  DOUBLE 

OR  DUPLICATE  ORDER  SYSTEM,  WITH 

FORMS  OF  ORDERS.* 

323.  Orders  must  be  sent,  when  practicable,  to 
all   the   trains,   affected   by  them  at  one  and  the 
same  time,  and  in  the  same  words  to  all  concerned 
in   each   transaction,   and  in  the  prescribed  words 
when  applicable.     The  different  trains  will  be  ad- 
dressed in  the  order  of  their  respective  superiority 
or  right  of  track. 

324.  Each  receiving  operator  will  copy  the  ad- 
dress only  for  trains  at  his  station,  and  immediately 
after   receipt   of   the    order   will  display  his  train 
signal;   after   this   is   done    the    receiving    opera- 
tor at  the  office  first  addressed,  and  the  others  in 
succession,  will  acknowledge  receipt  of  the  order, 
giving  its  number  and  address,  the  initial  of   the 
receiving  operator  and  the  office  call,  thus:  "Order 
No.  3  to  C.  &  E.,  Train  5— X— B— Dk." 

325.  So  far  as  possible,  each  operator  \vill  when 
the  order  is  repeated  back  by  the  others  compare 
the  same  with  his  own  copy,  to  make  sure  that  the 
latter  is  both  correctly  and  plainly  written.j- 

326.  MEET  AND  PASS. — An  order  making   a 

*  The  peculiarity  of  the  double  order  system,  as  will  be  observed,  lies 
in  the  fact  that  identically  the  same  order  is  sent  to  the  conductors  of 
all  the  trains  affected  by  it.  Thus,  if  trains  number  one  :ind  two  are 
to  pass  each  other  from  opposite  directions  at  Fort  Wayne  the  order 
sent  to  the  conductors  of  both  trains  reads  as  follows:  "Trains  Xo.  i 
and  No.  2  will  meet  and  pass  at  Fort  Wayne."  Under  this  plan  there 
can  be  namisunderstandmg-  of  its  purport,  as  both  the  conductors  get 
exactly  the  same  order.  The  system  has  been  in  use,  more  or  less,  for 
many  years.  I  claim  nothing'  original  in  connection  with  it. 

t  An  instance  has  been  recorded  where  an  operator  received  the 
name  of  a  meeting- place  correctly,  wrote  it  down  wrong-  in  the  order 
and  repeated  it  back  correctly.  Had  he  examined  his  copy  as  it  was 
repeated  he  would  have  observed  his  mistake. 


Station  Service.  183 

definite  meeting  point  should  be  of  the  following 
form: 

"  Trains  Xos. and will  meet  and  pass  at ." 

327.  Upon  an  order  of  this  form,  the  train   ar- 
riving first  at  the  point    named  therein,  will   wait 
until  the  other  train  arrives  unless  the    conductor 
and   engineer   receive   another   order  authorizing 
their  train  to  proceed. 

328.  TIME    ORDER. — An    order    giving    one 
train  the  right  to  the  road  against  another  to  a  cer- 
tain point,  until  a  certain  time,  should  be  of  the  fol- 
lowing form: 

"  Train  Xo. can  have  until to  go  to against  Train 

Xo.  ." 

329.  Upon  this  order,  the  train  first  named  has 
the  right  to  run   to  the  station  designated,    up   to 
the  given   time,   and'  sooner  if   possible,  but  not 
ahead  of  schedule  time;  and  from  there   it   must 
run  as  per  schedule  against  the  train  last   named, 
if   the    latter   has    not    arrived.     Should  the    first 
named  train  fail  to  reach   the  station   designated 
within  the  time  allowed,  it  will  run  as  per  sched- 
ule against  the   other   train.     In  such  a  case,  the 
train  last  named  in  the  order  will  not  leave  the   sta- 
tion designated  until  five   minutes   after   the   time 
allowed  for  the  first  named  train  to  come  in,  after 
which  time  it  will  run  as  per  schedule. 

330.  The  "five  minute  rule"  shall  be    regarded 
as  of  general  application;  that  i?  to  say,  whenever 
any  train  having  right  of  track  is  held  at  a   certain 
point  by  special  rules  or  order  (whether  printed  or 
otherwise),  up  to  a  certain    time,   for    some   other 


184  Railway  Train  and 

train,  it  shall  wait  five  minutes  beyond  that  time  at 
the  point  designated,  should  the  expected  train  fail 
to  reach  there  at  the  specified  time. 

331.  These  five  minutes  are  allowed  for  possible 
variation  of  watches,  and  must  never  be  used    by 
the  trams  interested. 

332.  REGARDLESS  ORDER. — An  order  giving 
one  train  the  right  to  the  road  against  another  train 
indefinitely,  should  be  of  the  following  form: 

"  Train  No. will  run  to regardless  of  Train  No. ." 

333.  Upon  this  order  the  train  first  named  will 
run  upon  (or  as  near  as  possible  to,  but  never  ahead 
of)  its  schedule  time,  to  the  station  named  in  the 
order,  regardless  of  the  second  named  train,  but   it 
must  look  out  carefully  at  every  station  for  such 
second  named  train  until  it  is  met.     From  the  sta- 
tion specified  in  the  order  the  first  named  train  will 
run   as   per   schedule.      The   second  named   train 
will  also   run   as  per   schedule   up  to  the   station 
specified,  and  there  await  the  arrival    of   the   first 
named  train,  unless  it  can  proceed  by  clearing   the 
time  of  the  first  named  train  at  least   five  minutes 
at  each  station  it  may  be  able  to  reach   before  the 
first  named  train  is  met.* 

334.  TIME  ORDER. — RUNNING  AHEAD  OF  AN- 
OTHER TRAIN. — An  order  giving  a  train  a  certain 

*  The  propriety  of  the  last  named  clause  is  questionable  under  certain 
circumstances.  If  the  first  named  train  is  "  wild,"  and  has  no  specified 
time  for  passing  intermediate  points,  then  clearly  the  last  named  train 
can  not  proceed  beyond  the  place  designated  until  the  arrival  of  the  first 
named  train  without  incurring  risk.  However,  I  have  observed  the 
rule  in  actual  use,  and  it  is  all  right  so  long  as  it  is  applied  to  regular 
schedule  trains.  Under  such  circumstances  there  is  no  impropriety  in 
allowing  the  second  named  train  to  proceed,  so  long  as  it  can  clear  the 
time  of  the  first  named  train  by  five  minutes  at  intermediate  points. 


Station  Service.  185 

time  to  run  ahead  of  another  train  should  be  of  the 
following  form : 

"Train  No. can  use minutes  on  the  time  of  Train  No. 

,  to  run  from  to ." 


335-  Upon  this  order,  the  first  named  train  can 
use  the  time  of  the  second  named  train  as  indicated 
in  the  order  to  make  the  designated  or  any  other 
previous  station  ahead  of  the  second  named  train, 
but  not  ahead  of  its  own  time. 

336.  The  second  named  train  will  run  not  less 
than  ten  minutes  more  behind   its  own  schedule 
time  than  the  time  specified  in  the  order  for  the 
first  named  train  to  use  from  the  point  first  men- 
tioned until  the  first  named  train  is  passed. 

337.  DEFINITE    ORDER. — RUNNING    AHEAD 
OF    ANOTHER    TRAIN. — The   form  of   this  order 
should  be  as  follows: 

"  Train  No.   will  run  from to  ahead  of  Train 

No. ." 

338.  On  this  order,  the  first  named  train  will 
run  ahead  of  the  second  named  train  between  the 
designated  points,  and  the  second  named  train  will 
follow  not  less  than  ten  minutes  behind  the  actual 
time  of  the  first  named  train.     If  the  first  named 
train  should  be  delayed  between  the  points  named 
in  the  order,  or  is  not  able  to  make  schedule  time, 
it   must   notify    the   second   train   by  dropping  a 
signalman. 

339.  (NOTE.)     The  last  named  form  of  order 
must  be  used  only  in  cases  of  wreck,  or  to  avoid  a 
blockade,  and  when  used  to  run  a  freight  ahead 
of  a  passenger  train,  the  latter  will  follow  very 

12 


186  Rail-way  Train  and 

carefully,  and  keep  fully  informed  of  the  position 
of  the  freight  until  passed. 

340.  RUNNING    WILD. — An    order    giving    a 
train  the  right  to  run  wild  should  be  of  the  follow- 
ing form : 

"  Run  from to as  a  wild  train." 

341.  Under  this  order,  the  train  named  will  run 
to  the  Station  designated  as  a  wild  train,  keeping 
entirely   out  of  the  way  of  all  regular  trains  and 
trains  for  which  signals  have  been  carried,  clearing 
the  time  of  regular  trains  at  least  ten  minutes  at  all 
points,  unless  otherwise  directed  by  train  orders. 

342.  CARRYING  SIGNALS. — An  order  to  carry 
signals  should  be  of  the  following  form: 

"  Train  No. will  carry signals  from to for ." 

343.  Under  this  order,  the    train   first   named 
will  carry  the  designated  signals  between  the  sta- 
tions named.* 

344.  At  "meeting  points"  made  by  telegraph 
orders,  trains  will  be  governed  by  the  time-table 
rules  for  taking  sidings,  unless  otherwise  directed 
in  the  order. 

345.  All  special  orders  for   the  movement  of 
trains  should  ordinarily  be  given  in  the  forms  pre- 
scribed above;    but  notice  of  obstruction  to  track, 
repairs  to  bridges,  or  other  circumstances  which 
cannot  be  expressed  in  said  forms,  should  be  sent 
to  trains  in  such  forms  as   may  be  necessary  to 
cover  the  case. 

*  The  "color  of  signals  to  be  used  under  different  circumstances,  and 
the  explanation  of  their  character,  is  specified  elsewhere. 


CHAPTER  XI. 

General  Instructions  to  Conductors — Passenger  Con- 
ductors —  Freight  Conductors — Brakemen — Passenger 
Brakemen  —  Freight  Brakemen— Train  and  Station 
Baggagemen  —  Enginemen  —  Firemen  —  Inspectors  of 
Engines — Yard  Masters. 

346.       GENERAL    INSTRUCTIONS     TO    CONDUCTORS. 

347.  The  general  direction  and  government  of 
a  train  from  the  time  it  is  made  up  until  its  arrival 
at  its  destination  is  vested  in  the  conductor,  and  he 
will  be  held  responsible  for. its  safety   and  proper 
care ;  it  is  his  duty  to  see  that  all  rules  and  regula- 
tions and  orders  affecting  his  train  are  carried  out.* 

348.  Conductors  are  responsible  for  the  conduct 
of  men  employed  upon  the  trains ;  f  for  the  hewing 
and  ventilation  of   the  cars,  and  for  the   signals, 
lamps,  tools,  and  other  property  entrusted  to  their 
care.     They  must  report  defects  in  the  air  brakes 
(when  such  brakes  are  used),  specifying  the  num- 
ber of  the  car  or  engine  on  which  it  occurs.    They 

*  "The  duty  of  passeng-er,  goods,  cattle,  mineral,  and  other 
guards  consists  in  the  general  charge  and  management  of  the  trains 
when  they  are  moving  on  the  line.  They  have  general  control  over  the 
enginemen,  ordering  them  when  to  stop  or  to  proceed  at  a  different 
speed  as  they  may  deem  right,  or  to  shunt  or  move  wagons  or  other  ve- 
hicles."— Gt.  Nor.  Ry.,  Eng. 

t  "When  there  are  two  guards  with  a  train,  the  under  guard  must 
obey  the  orders  of  the  head  guard.  Each  train  is  under  the  control  of 
the  head  guard,  who  must  instruct  the  engine-driver  as  to  the  stopping, 
starting,  and  general  working  of  the  train.  Whilst  trains  are  within 
station  limits,  the  guards  are  under  the  orders  of  the  station  master  or 
person  in  charge." --Eiiff,  Standard." 

187 


188  Railway  Train  and 

will  invariably  require  the  air  brakes  to  be  tested 
cylinders  and  connections  examined,  and  also  en- 
gine signal  bell  to  be  rung  from  the  rear  car  of 
their  train  before  leaving  a  terminal  station. 

349.  They  must  report  for  duty,  and  in  readi- 
ness to  take  charge  of  their  trains,  at  least  thirty 
minutes  previous  to  the  schedule  time  for  starting, 
and   as  much  earlier  as  they  may  be   required,  to 
assist  in  switching  and  making  up  of  their  trains. 

350.  They  must  be  provided  with  a  good,  reli- 
able watch,  which  they   must  keep  regulated  by 
the  standard  clock  of  the  company. 

351.  They  must  compare  time  with  the  engine- 
man  of  the  train  before  starting,*  and  know  that  he 
is  provided  with  a  schedule  and  a  complete  set  of 
signals  and  tools. 

352.  They  are  also  required  to  see  that  their 
trains  are  supplied  with  a   full  set  of  signals,  and, 
when  upon  the  road,  they  must  see  that  such  sig- 
nals*are  used  in  accordance  with  the   rules  of  the 
company. 

353.  Should  a  vehicle  be  attached    to,  or  'de- 
tached from,  the  rear  of  a  train  at  an  intermediate 
station,  the  conductor  must  see  that  the  signals  are 
removed  to  their  proper  places  on  the  train. 

354.  Each  train  should  be  supplied  with  not 
less  than    six  fusees,  twenty-four  torpedoes,!  and 
such  signal  lanterns  and  flags  as  the  rules  and  reg- 
ulations require  in  the  operation  of  trains,  also  with 

*  "The  guards  are  provided  with  timepieces.  It  is  their  duty  to  in- 
form the  engineman  of  the  hour  at  every  chief  station  or  junction."--- 
Gt.  Nor.  Ry.,  Enn. 

t  The  earlier  regulations  governing  the  protection  of  trains  have 
no  reference  to  the  use  of  torpedoes. 


Station  Service.  189 

switch-rope,  axes,  saws,  crow-bars,  chains,  spare 
links  and  pins,  buckets,  oil,  and  such  other  tools 
and  supplies  as  may  be  necessary  for  daily  use,  or 
in  the  event  of  accident  or  delay  to  the  train. 

355.  If  compelled  by  accident  or  other  cause  to 
move   at  an  unusually  slow  rate  of  speed,  or  stop 
their  train  on  the  main  track,  they  must  take  im- 
mediate action  to  signal  any  trains  that  may  be  ap- 
proaching in  either  direction,  as  required  by  rule 
90.     They  must  keep  in   mind  that  nothing  will 
justify    a   collision   between   trains,   and  that   the 
prompt  use  of  signals  in  the  manner  directed  will, 
under  all  ordinary  circumstances,  prevent  it. 

356.  Conductors  and  brakemen  when  meeting 
or  passing  other   trains,  or  when   approaching  or 
passing  a  station,  must  be  on  the  lookout  for  sig- 
nals, and  be  prepared   to  do  any  thing  which  the 
expedition  of  business  or  the  safety  of  their  train 
requires. 

357.  Conductors  of  trains  must  give  personal 
attention  to  all  switches  used  by  their  engines  or 
trains,  and  they  will  be   held  responsible  for  the 
proper  adjustment  of   the  switches  used   by  them, 
except   where    regular    switchmen    are    stationed. 
When  there  is  more  than  one  train  to  use  a  switch, 
conductors  must  not  leave  the  switch  open  for  the 
following  train  unless  the  conductor  of  such  train 
is  at  the  switch  to  take  charge  of  it. 

358.  Conductors  must  see  that  street  or  public 
road-crossings  are   not   obstructed   by  their   trains 
while  waiting.     They  will  be  particular  when  at 
junction  stations,  to  see  that   no  part  of  their   train 


190  Railway  Train  and 

is  allowed  to  stand  on  the  crossings  of  other  rail- 
ways. This  is  especially  important  in  regard  to 
trains  carrying  passengers. 

359.  Conductors  must  enter  the  particulars  of 
their  trams  in  the  register  or  arrival  book  at  the 
ends  of  divisions.     These  books  must  be  personally 
examined  by  conductors  befoi'e  leaving  such  sta- 
tions, for  the  purpose  of  satisfying  themselves  as 
to  the  arrival  of  trains. 

360.  In  the  event  a  train  is  fifteen   minutes  or 
more  late   at   any  point,   the    fact   must   be   tele- 
graphed  by   the   conductor  to   the  proper  officer 
from  the  first  telegraph  station.* 

361.  Upon    double    track     roads,    conductors 
must,  before  leaving  the  starting  point,  examine 
the  register  for  the  purpose  of  noting  the  depar- 
ture of  trains,  their  number  and  time  of  leaving. 

362.  They   must   visit  the  telegraph  office  be- 
fore leaving  terminal  stations]-   to  see   if  orders  of 
any   kind   await   them.J      Conductors  of   freight 
trains  must  at  the  same  time  report  to  the  proper 
officer  the  number  of  the  engine  and  the  number  of 
empty  and  loaded  cars  in  their  trains.     A  similar 
report  must  be  made  by  them  upon  their  arrival  at 
the  end  of  their  route. 

*  Where  operators  report  the  passage  of  all  trains  immediately  upon 
their  arrival  or  departure,  this  rule  is  unnecessary. 

f  A  terminal  station  is  a  station  where  a  train  is  made  up;  upon  a 
long  line  there  will  be  several  terminal  stations;  they  are  usually  at  the 
end  of  divisions  or  subdivisions. 

J  "  Every  guard,  before  starting  with  his  train,  must  examine  the  no- 
tices to  see"  whether  there  is  any  thing  requiring  his  special  attention  on 
those  parts  of  the  line  over  which  he  has  to  work,  and  he  must,  before 
going  off  duty,  ascertain  from  the  notices  posted  for  his  guidance,  the 
time  at  which  he  is  required  to  be  on  duty  the  following  fay."  --Eng. 
Standard. 


Station  Service.  191 

363.  Conductors  must  call  the  attention  of  the 
repairer  of  cars,  or  of  the  agent,  in  his  absence,  to 
any  damage  which  may  have  been  done  to  cars,  or 
to   any   defects  which  may  come  to  their  knowl- 
edge, that  the  same  may  be  repaired. 

364.  Should  complaint  be  made  of  the  running 
of  any  car,   the  conductor  must  report  it   to   the 
first  car  repairer,  and  enter  the  particulars  on  his 
report,  giving  the  number  and  class  of  car;  but  if 
the  conductor  have  reason  to  apprehend  danger 
from  such  car  before  it  can  be  inspected,  he  must 
have  it  detached  from  the  train. 

365.  Conductors  will  report  to  the  proper  offi- 
cer any  neglect  on  the  part  of  car  repairers  to  in- 
spect each  and  every  car  that  may  pass  such  car  re- 
pairers' stations;  any  neglect  to  carefully  examine 
the  running  gear  and  brake  fixtures  of  cars,  and 
make  such  repairs  as  may  be  required ;  any  neglect 
to  give   special    attention    to  passenger,  baggage, 
mail  and  express  cars.     Repairers  should  not  per- 
mit cars  to  leave  their  stations  that  are  not  in  good 
running  order.     It  is  also  the  duty  of  car  repairers 
to  see  that  cars  employed  in  the  passenger  service 
are  properly  washed,  and  that  all  the  interior  fix- 
tures are  kept  clean  and  in  good  T'epaii'.* 

366.  When  the  wheel  of  a  car  or  engine  breaks, 
the  conductor  in  charge   must  ascertain,  by  per- 
sonal examination,  the  name  of  the  manufacturer, 
and  the  date  and  number  of  the  wheel.     This  in- 

*  "All  plated  reflectors  in  lumps  are  to  be  wiped  with  clean-washed 
leathers,  kept  solely  for  that  purpose,  and  not  ruhbed  with  powder; 
when,  however,  they  are  much  tarnished,  they  are  to  be  cleaned  with  a 
little  whitening." --&/.  j\'or.  RV-,  E>i<,r. 


192  Railway  Train  and 

formation  must  be  transmitted  by  letter  to  the 
proper  officer,  and  must  also  be  noted  in  the  train 
report. 

367.  In  the  event  trainmen  discover  any  defect 
or  break  in  the  telegraph,  they   must  report  the 
fact  to  the  operator  at  the  next  station. 

368.  Conductors  will  advise  the  proper  officer 
of  any  dilatoriness  or  lack  of  attention  upon  the 
part  of  agents  or  others  whose  duties  require  their 
co-operation  in  the  movement  of  trains. 

369.  Conductors,   or   their   subordinates,  must 
not,  under  any  circumstances  undertake  to  carry  or 
take  charge  of  valuable  packages,  or  make  collec- 
tions for  individuals,  unless  authorized  to  do  so  by 
the  proper  officers  of  the  company.* 

370.  Conductors  will  make  a  detailed  report,  in 
writing,  to  the  proper  officer,  of   all    accidents   or 
injuries  to  persons  or   property,   that   may   occur 
upon  or  in  connection  with   their   train,   also   the 
names  of  witnesses,  if  any. 

371.  They  must  report  at  the  end  of  each  trip 
the  number  of  each  and  every  car  hauled  in    their 
train;  the  initials  upon  each  car;   the   point   from 
which  taken;  the  place  where  left;  whether  loaded 
or  empty ;  also,  the  class  of  car. 

372.  It  is  important  that  letters,  way-bills   and 
dispatches  should  be  delivered  promptly. 

*  "Conductors  will  not  be  concerned  in  anv  freight  or  express  matter 
over  the  road  by  the  passenger  train,  and  will  permit  none  to  be  taken 
by  any  person,  except  the  agent  of  the  express  having  contracts  with 
the  road,  and  will  see  that  the  express  agents  confine  themselves 
strictly  within  the  limits  of  their  contract." — 1*54. 

"  Guards  are  forbidden  to  carry  any  description  of  package  either  for 
themselves,  their  friends,  or  the  public,  without  proper  authority  in 
writing  for  the  free  transit  thereof,  or  unless  such  package  be  properly 
entered  on  the  way-bill." — Eng.  Standard. 


Station  Service.  193 

373-  When  a  trainman  or  other  employe  is  re- 
turning to  the  station  at  which  he  resides,  by  a 
train  other  than  that  he  is  appointed  to  work,  he 
must  render  all  the  assistance  in  his  power  in  the 
working  of  the  train  by  which  he  travels,  and  obey 
any  instructions  received  from  the  conductor  in 
charge  of  such  train.* 

374.       PASSENGER    CONDUCTORS/)1 

375.  Passenger  conductors    must   make   them- 
selves  genei-ally    acquainted   with   the    duties    of 
enginemen,  baggagemen^  brake  men,  express  mes- 
sengers, mail  agents,  sleeping-car  conductors,  por- 
ters and  news  agents,  and  rigidly  enforce  the  rules 
and    regulations   applicable   to   them    upon    their 
trains,   reporting  to  the  proper  officer  any  insubor- 
dination, neglect  of  duty,  or  misconduct  upon   the 
part  of  such  men. 

376.  "  When  a  deficiency  of  room    occurs  in  a 

*"  The  guard  niust  see  thnt  platelayers  and  other  workmen  of  the 
company  holding  third-class  passes,  are  kept  as  separate  as  possible 
from  the  passengers.  When  a  large  number  of  workmen  travel  by  the 
same  train,  carriages  must  be  specially  provided  for  their  use,  and  they 
must  ride  in  these  carriages  only." — Enff,  Standard. 

"All  guards  arc  to  enter  their  time  in  the  time-book,  every  Friday  or 
Saturday  night  at  King's  Cross;  if  this  be  not  done,  they  will  be  liable 
each  to  a  fine  of  twenty-five  cunts,  and  no  money  will  be  paid  till  the 
following  week." — Gt.  Nor.  Ry.  En*. 

t  "  When  there  are  more  conductors  than  the  number  of  trains  run- 
ning, those  in  waiting  at  either  end  of  the  road  will  be  at  the  depots  on 
the  arrival  and  departure  of  all  trains,  as  far  as  practicable,  to  aid  in 
making  up  the  departing  trains,  or  discharging  those  arriving. 
They  will  see  that  extra  cars  an;  kept  at  the  proper  places  upon  the  line 
for  use  in  case  of  accident  or  other  necessity.  They  will  consider  them- 
selves to  be,  and  act  as,  brakemen,  when  necessary." — 1853. 

"  When  on  duty,  conductors  must  be  respectably  dressed.  Every 
man  on  passenger  trains  and  at  stations  must  appear  on  dutv  clean  and 
neat."— 1^54. 

"Every  passenger  guard  must  have  with  him  his  watch,  whistle 
and  carriage  key,  and  take  in  his  van  a  red,  a  green,  and  a  white  Hag,  a 
box  of  detonators,  (not  less  than  twelve),  and  a  hand  signal-lamp.  — 
G.  W.Ry.  Eng. 

\  "  They  "  [baggagemen]  "  will  consider  themselves  to  be,  and  act  as, 
brakemen  when  their  train  is  in  motion." — 1^5}. 


194  Railway  Train  and 

train  while  on  a  journey,  guards  [conductors]  must 
telegraph  to  the  next  station  where  carriages  are 
kept,  to  have  one  or  more  in  readiness  to  attach,  on 
the  arrival  of  the  train."* 

377.  They  must  see  that  passengers  are  proper- 
ly seated,  and  will  not  allow  them  to  stand  on  the 
platforms  of  cars,  while  in  motion,  nor  ride  in  the 
baggage,  express,  or  mail  cars,  nor  in  any  way  to 
violate  the  rules  and  regulations  of  the  company. \ 

378.  They  must  be  respectful  and  considerate 
in  their  intercourse  with  passengers,  conveying  po- 
litely  any   information  desired,  and  in  every  way 
consistent  with  the  rules  of  the  company  and  the 
rights  of  others  they  will  endeavor  to  contribute  to 
the  pleasure  and  comfort  of  passengers.]; 

379.  They  must  collect  a  ticket  or  fare   from 
each  passenger,  and  make  reports  of  the  same  in 
the  manner  and  form  prescribed.     Any  passenger 
refusing  to  pay  fare  must  be  put  off  the  train  at 
the  next  station,  but  unnecessary  violence  must  not 
be  used  in  doing  so.§ 

*  Eng.  Standard. 

t" They  will  attend  to  the  wants  of  the  passengers  before  the  de- 
parture of  their  trains;  to  obtaining  proper  seats  for  ladies,  ami  to  a 
proper  disposition  of  their  baggage,  and  see  that  every  thing  is  done  in 
a  quiet  but  efficient  manner,  to  ensure  the  departure  of  their  trains  at  the 
appointed  time.  They  will  endeavor,  with  proper  and  gentlemanly  dis- 
cretion, to  seat  their  passengers  in  such  a  manner  as  will  best  conduce 
to  the  comfort  and  safety  of  the  whole." — 1853. 

%  "It  is  one  of  the  special  duties  of  the  conductor  to  do  any  thing 
(not  inconsistent  with  other  duties  or  the  regulations  of  the  road)  to  ac- 
commodate passengers;  to  answer  in  a  proper  and  civil  manner  all 
questions,  and  endeavor  to  leave  a  good  impression  on  every  one. — They 
will  make  themselves  acquainted  with  routes  of  travel  in  general,  and 
especially  those  in  the  vicinity  of  the  road,  and  on  the  great  main  lines 
in  connection  with  the  road.  From  their  position  they  are  able  to  exer- 
cise a  material  influence  in  turning  the  patronage  of  passengers  to  cer- 
tain hotels  along  the  line,  as  well  as  at  the  end  of  the  road.  The  im- 
propriety of  this  they  will  readily  see." — 1853. 

§"  Guards,  on  arrival  at  a  ticket-collecting  station,  must  request  the 
passengers  to  have  their  tickets  ready,  and  must  assist  the  ticket-collec- 


Station  Service.  195 

380.  They  must  not  permit  drunken  or  disor- 
derly persons  to  get  upon  their  trains.     It  is  their 
duty  to  maintain  proper  order,  and  they  must  not 
allow  the  vicious  and  unruly  to  indulge  in  rudeness 
or  profanity.* 

381.  They    must   see    that  the    doors    of   the 
cars    are    properly    closed,    and    in    case    of    any 
unusual  stoppage  on  the  road,  must  request   the 
passengers  to  keep  their  seats,  except  when  neces- 
sary to  alight. f 

382.  Smoking    in    the    cars,    except    in   those 
specially  set  apart  for  that  purpose,  is  strictly  for- 
bidden. 

383.  They   will   not  permit  beggars,  peddlers, 
or  gamblers  to    practice  their   vocations   upon   the 
trains. 

384.  They  must  notice  the  temperature  of  the 
cars,    and   instruct  brakemen    about   attending   to 
the  heating  apparatus,  and  to  the  ventilators. 

385.  Immediately  after  leaving  a  station  they 
will  cause  the  brakemen  to  announce  in  each  car 

tors  by  opening  and  closing  the  carriage  doors;  they  must  not,  however, 
collect  or  examine  tickets,  except  under  special  instructions.  The  guard 


f  "  Carefulness  is  always  earnestly  enjoined,  and  the  men  on  tne  train 
must  ahi'ays  act  in  concert."1 — 1854. 

t  "In  alt  cases  of  detention  or  stoppage,  it  is  the  duty  of  the-guards  to 
explain  to  passengers  the  cause  thereof,  and  if  there  is  no  danger  to 
them,  to  satisf v  them  of  that  fact,  and  endeavor  to  pacify  those  that  may 
he  annoyed.  %Vhen  a  train  overshoots  a  station,  the  guard  is  to  order 
the  engineman  to  put  back  to  the  platform,  and  not  to  allow  the  passen- 
gers to  get  out  until  the  train  has  been  stopped  at  the  platform." — Gt. 
Nor.  Ry.,  En<r. 


196  Railway  Train  and 

(except  the  sleeping  car)  the  name  of  the  next 
stopping  place.  This  announcement  must  be  re- 
peated twice  immediately  before  the  stoppage  at 
the  place  thus  announced.* 

386.  They  will  require  brakemen  to  assist  la- 
dies, children,  and  infirm  persons  to  get  on  and  off 
the  trains,  and   insist  upon  their  being  courteous 
to  all  persons.f    At   terminal   stations   conductors 
will  not  leave  their  trains  until  passengers  have 
alighted,  and  they  must  render  them  all  needful 
assistance.! 

387.  They  must  not  signal  their  trains  to  start 
while  passengers  are  getting  on  or  off  the  train.§ 

388.  When  the  signal  is   made,  the  conductor 
should   stand   near  the  front  end  of  the  forwaid 
passenger  car.|| 

389.  They  must  report  every  instance  of  agents 
failing  to  give  passengers  an  opportunity  to  pro- 

*  "The  policeman,  porter,  or  other  person  on  duty  at  a  station  must, 
on  the  arrival  of  a  train,  walk  the  length  of  the  train,  and  call  out  in  a 
clear  and  audible  voice  the  name  of  that  station  when  opposite  the  win- 
dow of  each  carriage,  so  as  to  make  every  passenger  in  the  train  aware 
of  the  name  .of  the  station;  and  particular  care  must  be  taken  by  the 
clerk  in  charge,  policemen,  and  porters,  to  observe  the  indication  of  any 
passengers  that  they  desire  to  alight,  by  their  knocking  at  the  windows, 
or  otherwise." — Gt.  Nor.  Ry.,  Eng. 

|  "  When  ladles  are  traveling  alone,  the  guards  are  to  pay  every  at- 
tention to  their  comfort;  and  in  placing  them  in  the  train,  they  must,  if 
requested,  endeavor  to  select  :i  carriage  for  them  (according  to  the  class 
of  their  tickets)  in  which  other  ladies  are  traveling;  and  if  they  wish  to 
change  carriages  during  the  journey,  the  guards  must  enable  them  to 
do  so." — Enff.  Standard, 

$  "When  they  arrive  at  the  end  of  their  trip,  they  will  not  leave 
their  passengers  until  the  whole  of  the  baggage  is  distributed,  aiding 
in  its  distribution,  and  generally  attending  to  the  wants  of  their  passen- 
gers, especially  ladies  and  infirm  persons." — 1853. 

§  "  They  will  always  bring  their  train  to  a  dead  stop  to  take  up  or 
leave  passengers." — 1853. 

I)  "The  signal  for  starting  the  train  must  be  given  by  the  guard 
blowing  his  whistle  and  showing  a  hand  signal. — "Stiff.  Standard. 

"  The  guards  and  other  servants  of  the  company  must  take  their  seats 
in  the  trains  before  thev  are  in  motion,  so  as  to  avoid  the  dangerous 
practice  of  jumping  on  the  steps,  or  getting  into  the  carriages  after  the 
trains  leave  the  platform." — Gt.  Nor.  Ry.,  Eiijf. 


Station  Service.  197 

cure  tickets,  reporting  any  neglect  of  an  agent  to 
open  the  ticket  office  of  his  station  before  the  ar- 
rival of  trains,  when  the  rules  require  it. 

390.  They  must  know  that  the  cars  in  their 
trains  have  been  inspected   at  terminal  and  other 
stations,  as  required.* 

391.  They  are  required  to  wear  the  prescribed 
uniform,  and  must  never  appear  on  duty  without 
it. 

392.  Upon  the  arrival  of  a  train  at  its  destina- 
tion, the  cars  in  which  passengers  may  have  ridden 
must  be   searched   by  the  conductor;!  anv  ai'ticles 
found  must  be  delivered  to  the  agent  at  the  termi- 
nal  station.     The    articles   must  be  sent  by  such 
agent  to  the  general  baggage  agent,  if  not  called 
for  within  forty-eight  hours. 

393.       FREIGHT    CONDUCTORS.^ 

394.  "  The  guard  in  charge  of  the  train  must 
satisfy  himself  before  starting,  and  during  the 
journey,  that  the  train  is  properly  loaded,  mar- 
shaled, coupled,  lamped  and  greased;  that  the 
brakes  are  in  good  working  order;  and  that  the 
train  is  in  a  state  of  efficiency  for  traveling,  and 

*  "They  will  also  report  all  the  interior  defects  of  their  cars,  like 
the  rattling  of  doors,  windows,  etc." — 1864. 

t  "  Every  first-class  carriage  is  to  be  searched  at  the  end  of  each 
journey  by  the  head  guard,  and  every  second  and  third -class  carriage 
by  the  second  guard." — Gt.  Nor.  Ry.,  Eng. 


or   more   spare  coupling-chains,  a  brake-stick,  two  sprags,   and  two 
hand-scotches."— O.  W.  Ry.,  Eng. 

"They  will  at  all  times  render  all  the  service  in  their  power  to  for- 
ward the  private  business  of  the  company  (as  well  as  its  business  for 
the  public)  in  the  hauling  of  wood  and  materials  for  use  upon  the  road, 
and  in  bringing  to  the  repair-shops  cars  and  parts  thereof  which  may 
be  out  of  order  and  left  upon  any  part  of  the  line." — 1853. 


198  Rail-way  Train  and 

has  the  proper  signals  attached  to  it.  He  must 
also  carefully  examine  the  loading  of  anv  vehicles 
he  may  attach  on  the  way,  and  if  any  vehicle  be- 
comes unsafe  from  the  shifting  or  derangement  of 
the  load,  must  at  once  have  the  load  readjusted,  or 
the  vehicle  removed  from  the  train.  The  guard 
must  see  that  the  chains  on  timber-trucks  and  on 
boiler-wagons  are  secured  in  order  to  prevent  their 
getting  loose  whilst  traveling.  Foremen,  guards, 
and  shunters  must  take  care  that  no  timber-truck 
or  boiler-wagon  is  allowed  to  leave  a  station  or 
siding  without  the  chains  being  first  carefully  ex- 
amined and  made  perfectly  secure  and  safe,  and 
guards  will  be  held  responsible  for  seeing  that  they 
remain  so  during  the  journey.  Before  starting 
from  a  station,  the  guard  must  see  that  the  wagons 
are  properly  greased,  the  coupling-chains  and 
doors  securely  fastened,  and  carefully  examine  the 
loading  and  sheeting  of  the  wagons,  seeing  that 
the  goods  are  protected  from  rain  and  sparks  from 
the  engine;  also,  that  no  load  is  too  high  or  wide, 
or  in  any  way  unsafe  to  travel.  It  is  not  sufficient 
for  the  guard,  on  commencing  his  journey,  to  see 
that  all  the  wagons  and  their  loads  in  his  train  are 
in  a  secure  state  for  transit,  but  he  must  see  that 
all  these  conditions  are  continued  throughout  the 
journey,  especially  with  wagons  that  are  taken 
on  at  intermediate  stations,  and  those  loaded  with 
timber,  cotton,  wool,  castings,  machinery,  and  ar- 
ticles of  great  length  and  bulky  construction."* 
395.  Freight  conductors  must  make  themselves 

Clearing-  House  Standard. 


Station  Service.  199 

generally  acquainted  with  the  duties  of  enginemen, 
firemen  and  brakemen,  and  enforce  the  rules  and 
regulations  applicable  to  them  upon  their  trains, 
and  report  to  the  proper  officer  any  insubordina- 
tion, neglect  of  duty,  or  misconduct. 

396.  They  must  see  that  the  couplings,  wheels, 
journals  and  brakes  of  the  cars  in  their  train  are  in 
good  oi'der  before  starting,  and  will  inspect  them, 
when  their  duties  will  permit,  or  as   often    as   the 
train  stops  to  take  fuel  or  water  or   arrives   at   a 
meeting  or  passing  point.* 

397.  They  must  station  the  brakemen   at   their 
respective  postsf  on  the  train   and    see   that   they 
keep  their  positions  and  use  the  brakes  with   dis- 
cretion   and    good   judgment — particularly    when 
descending  heavy  grades.J 

*  "They  will  frequently  examine  the  cars  of  their  trains  to  see  that 
all  nuts  and  screws  are  \\\)  to  their  bearings  and  the  cars  in  order;  that 
they  are  properly  oiled — not  oiling  them  at  random,  but  when  needed; 
and  for  this  purpose  will  see  that  their  trains  are  supplied  with  such 
tools  as  may  be  wanted,  as  well  us  oil  for  the  bearings.  They  will  not 
allow  repairers  to  attach  their  repair  cars  to  their  trains,  unless  it  shall 
be  necessary  in  order  to  forward  some  very  urgent  piece  of  work." — 

i353- 

"They  must  examine  carefully  and  minutely  every  wagon,  whether 
loaded  or  not,  and  its  covering,  the  axle-boxes,  the  fastenings  of  its 
doors  and  side-flaps,  etc.,  etc.,  and  the  way  in  which  the  goods  are 
placed  in  the  trucks,  so  that  large  loads  may  not  overhang,  or  be  too 
high;  they  must  compare  the  road-bills  with  the  wagons;  see  that  they 
are  placed  in  the  proper  position  in  the  train;  that  they  are  entered  cor- 
rectly and  properly  labeled. — Gr.  .\'or.  Ry.  Eng. 

t  "  No  goods,  cattle  or  coal  train,  may  start  without  one  brake-van  at 
the  least,  which  must  be  placed  he-hind  the  train;  and,  in  case  of  two 
brake-vans  in  one  train,  one  of  the  guards  must  ride  in  each,  so  as  to 
work  both  the  brake^." — Gr.  Nor.  Ry.  E»ff.  In  England  the  style  of 
the  car  used  prevents  brakemen  from  traveling  backwards  and  forwards 
upon  the  top  of  the  train,  as  in  this  country.  "The  freight  conductors 
must  ride  on  the  tender  facing  train,  or  else  on  the  rear  car." — 18^4. 

"The  guard  must  ride  in  his  brake-van,  and  not  upon  the  engine  or 
in  any  part  of  the  train:  he  is  forbidden  to  pass  over  the  tops  of  the 
carriages"  [passenger  cars]  "  when  in  motion. — E»if-  Standard. 

%  "A  rear  brakeman,  by  leaving  his  post  for  a  short  time  to  have  a 
friendly  chat  with  his  next  brakeman,  has  been  the  immediate  cause  of 
such  mischief"  [/'.  e.  the  cause  of  a  collision],  —  Trainmaster's  Assist- 
ant, p.  124. 


200  Railway  Train  and 

398.  They  are  positively  forbidden  to  take  any 
loaded   cars   into   their  trains  without  a  way-bill. 
If  way-bills  are  not  ready,  they  will  not   take   the 
goods,  but  report  the  fact  at  once  to  the  proper  of- 
ficer, giving  the  name  of  the   agent.      They    will 
also  refuse  to  take  cars  that,  in  their  judgment,  are 
unsafely  loaded,  reporting  the   reason  therefor  to 
the  proper  officer. 

399.  They  must  not  move   cars  from    an    in- 
termediate siding  or  private  switch   without   way- 
bills have  been  furnished  them  by  the  agent  at  the 
last  station  they  passed  before  reaching  such  siding 
or  switch ;  or  in  the   event   they  do  take  freight 
from  such  places  without  bills,    they    must   report 
the   same  at  the  first  station  where    there   is   an 
agent,  when  a  way-bill  must  be  made,  at  the  prices 
named  in   the  tariff,   from    the    place   where   the 
freight  was  taken. 

400.  Passengers  should  only  be  allowed   upon 
such  freight  trains  as  the  rules  permit.* 

401.  They  must  know  that  the  cars   contained 
in  their  train  and  reported  as  being  empty    are   so 
in  fact. 

402.  They  must  see  that  the   cars  are  always 
locked,  except  when  loading  or  unloading  freight. 

403.  They  must  also  see  that  the  windows   of 
cars  are  fastened. 

404.  They  must  take  loaded  cars  from  all  sta- 

*  "They    are   prohibited   from  allowing-  persons   to  ride  upon  the 


ny 
rson;  except  ii 

in  their  judgment,  require."     1853. 


written  free  pass  from  a  proper  person;  except  in  case  of  accident  to  the 
road  or  trains,  when  they  will  act  as  the  interest  of  the  company  may, 


Station  Service.  201 

tions  when  they  can  haul  them,  although  their  train 
may  be  behind  time.* 

405.  They  must  carefully   note   (check)    upon 
the  way-bill  each  article  left  at  a  point  where    the 
company  has  no  agent,  attaching  their  signature  to 
the  bill.     If  any  goods  are  damaged    or   missing, 
they  must  make  a  note  of  the  same  upon  the   face 
of  the  way-bill. 

406.  When   loaded  cars,  destined  for  any    sta- 
tion, are  left  at  another  station,  the  way-bill   must 
be  left  with  them. 

407.  They     are    required   to     treat    those    in 
charge   of   live   stock  politely,   and  render   them 
every  assistance  possible  in  taking   proper   care  -of 
their  property. 

408.  They  must  not  permit  persons  in  charge 
of  live  stock  to  ride  free  upon  their  trains  without 
a  written  permit  properly  authorized. 

409.  Freight  conductors  will  be  held   responsi- 
ble^for  freight  while  in  their  charge.f 

410.  In  leaving  loaded  cars  at  a  station,  they 
will  leave  them  at  the  most  convenient  place  for 

*  "  The  object  of  running-  freight  trains  being-  to  do  the  business  of 
the  road,  ana  not  altogether  to  make  time." — Western  Road. 

"  In  passing  over  the  road,  they  will  attach  to  their  trains  all  the 
loaded  cars  which  may  be  ready  for  them,  in  the  order  in  which  they 
come,  whether  at  regular  stations  or  side  tracks,  till  they  have  a  full 
train;  but  a  loaded  car  is  not  deemed  ready  for  the  train  until  the  agent 
has  the  doors  locked  and  fastened,  and  a  way-bill  ready;  and  the  con- 
ductor will  call  for  a  way-bill  in  all  cases,  that  he  may  be  sure  of  the 
proper  distribution  of  all  the  cars  or  freight  in  his  train.  Thev  will 
take  all  empty  cars  from  side  tracks  where  they  are  not  wanted,  and 
draw  them  where  they  are  required,  if  in  the  direction  in  which  they 
are  running-." — 1853. 

f'They  will  he  held  accountable  for  any  loss  or  damage  to  freight 
caused  by  rough  handling,  by  carrying  it  past  its  destination,  by  wrong1 
deliveiy,  or  by  neglecting-  to  take  it  at  way-stations,  when  requested  to 
do  so  by  station  agents." — 1854. 

13 


202  Railway  Train  and 

unloading,  and  in  cases  of  this  kind  they  must  act 
in  harmony  with  the  agent. 

41 1.  They  must  personally   check  from  the  car 
the  way  freight  unloaded  and  delivered  from  their 
trains ;  the  property  must  be  checked  in  the  pres- 
ence of  the  agent,  and  in  the  event  there  is  any 
freight  over,  or  short,  or  damaged,  the  facts  must 
be  noted  on  the  way-.bill. 

412.  In    loading   and   unloading    way   freight 
they    must  be  particular  to  see  that  the  property 
contained  in  the  car  is  in  a  safe  position,  so  as  not 
to  be  afterwards  affected  or  damaged  by  the  oscil- 
lation or  jar  of  the  train. 

413.  They  must  see  that  care   is  exercised  in 
loading  and   unloading  way-freight,   using  every 
possible  effort  to  prevent  loss  or  damage. 

414.  They  are  required  to  deliver  way-freight 
on  the  platform  at  the  freight  house,  or  at  such 
other  proper  and  reasonable  place  as  the  agent  may 
designate. 

415.  In  delivering  way-freight  the  train  must 
not  be  delayed  longer  than  necessary.* 

416.  Freight  trains  must  stop  at  the  places  spec- 
ified  in  the  schedule,  unless,  on  approaching  a  sta- 
tion or  siding,  a  signal  is  given  by  the  agent  or 
signalman  that  it  is  not  necessary  for  the  train  to 
stop.     When  this  is  done,  the  train  may  run  past 
the  station  or  siding  without  stopping,  unless  there 
are  cars  or  goods  to  leave,  when  the  engineman 

*"They,  with  the  brakemen,  will  render  all  aid  in  their  power,  on  the 
arrival  of  their  train  at  a  station,  to  enable  them  to  leave  in  the  shortest 
space  of  time;  that  as  much  time  may  be  used  in  running,  and  as  little 
in  stops  as  possible." — 1853. 


Station  Service.  208 

will  have  instructions  from  the  conductor  to  stop. 
In  the  case  of  a  train  timed  to  stop  at  a  station  or 
siding  "when  required,"  the  engineman  of  such 
train  must  stop  at  the  station,  or  siding,  unless  he 
receives  a  signal  to  proceed  without  stopping.* 

417.  They  must  not  permit  persons  not  duly  au- 
thorized to  enter  cars  or  handle  freight  on  their 
train. 

418.  They  will   report   any  confusion  or  want 
of   method    upon    the    part   of   agents  in  loading 
freight. 

419.  They  must  use  great  care  in  the  handling 
and  loading  of  coal  oil,   and   similar   freight,    and 
under   no    circumstances   will    it   be   loaded   with 
other  freight  that  can  be  damaged  by  it.      So   far 
as  practicable,  it  should  be  loaded  in  cars  provided 
for  the  purpose  or  in  stock  cars. 

420.  When  waiting  upon  sidings,  and  at    other 
times,  they  must  exercise    great  watchfulness   to 
prevent  cars  from  being  broken  open,  and  the  con- 
tents thereof  stolen  or  damaged. 

421.  Should  a  loaded  car  become   disabled,  or 
from  any  cause  be  left  on  a  side  track,  where  there 
is  no  agent,  the  conductor  will  deliver  the  way-bill 
to  the  agent  at  the  next    regular   station,  and    en- 
dorse on    the  way-bill  when,  where,  and  why  left, 
and  report  the  fact  to  the  proper  officer.f 

*  "  In  order  to  prevent  the  unnecessary  stoppage  of  the  train,  if  the 
engine  has  a  full  load,  and  can  not  take  more  wagons  on,  and  has 
nothing  to  leave  at  the  station,  the  guard  must  give  a  green  signal,  to 
indicate  to  the  clerk  in  charge  that  he  has  his  full  load,  and  can  not  take 
more.  And  it  will  be  the  duty  of  the  clerk  in  charge  to  count  the 
wagons  in  the  train  signaled  as  fully  loaded,  in  order  that  inquiry  may 
he  made,  in  case  of  any  improper  refusal  to  stop  on  the  part  of  the  en- 
gineman."—  Gl.  \or.  RV-,  kng. 

I  '•  \Vhen   it   becomes   necessary  to  switch  off  cars  on  account  of  acci- 


204  Railway  Train  and 

422.  When   it   is    necessary    for    trainmen   to 
transfer    freight    from    one   car   to   another,   the 
reason  for  such  transfer  must  be  noted  on  the  face 
of  the  way-bill,  and  the  number   of  the    car   into 
which   the   freight   was   transferred   must   be  in- 
serted, and  the  number  originally  entered    crossed 
out. 

423.  Conductors,  when  at  stations  doing   busi- 
ness, will  attend  personally  to  the  switching. 

424.  They  must  not   absent    themselves  from 
duty  without  permission  from  the  proper  officer.* 

425.  While  waiting  at  stations,   conductors   of 
freight  trains  will  do  such    switching   as    may   be 
reasonably    required  by  the  agent,    and    will  per- 
form such  other  duties   in    connection  with   their 
trains  as  may  be  necessary   to   the   expedition    of 
business.f 

426.  They  must  be  sure  that  no   cars  have  be- 
come  detached  from    their   train    and  left  on  the 
main  track,  and  when  cars   are    left  on   a   siding, 
they  must  see  that  the  brakes  upon  such    cars  are 
securely  applied,  and  the  wheels  carefully  blocked, 

dents,  storms,  or  from  lack  of  power,  freight  conductors  must  examine 
the  contents  of  such  cars,  and  if  they  contain  perishable  property,  it 
must  be  reloaded  by  them  and  forwarded  immediately.  When,  from  a 
train  being- overloaded,  or  for  other  cause,  it  becomes  necessary  to  leave 
where  they  do  not  belong,  any  loaded  cars  at  any  other  side  track  than 
at  a  regular  station,  Ihey  shall  leave  a  man  from  their  train  with  them, 
till  a  train  passes  which  can  take  them  to  their  destination.  They  will 
also  note  upon  the  proper  way-bills  what  cars  they  have  left,  and  where 
they  leave  them;  and  when  it  becomes  necessary  to  leave  any  disabled 
loaded  cars  at  any  other  than  a  regular  station,  if  they  have  not  empty 
or  partly  loaded  cars  in  their  trains  to  transfer  the  loading  into,  they 
will  leave  a  man  with  them  until  empty  cars  arrive,  and  the  loading  is 
transferred  and  started  for  its  destination." — 1853. 

*  "  Goods-guards  must  not  leave  their  trains  until  they  have  been  de- 
livered over  to  the  foreman,  yardman  or  shunter." — E:ig.  Standard. 

t  "  They,  with  the  brakemen,  when  not  otherwise  employed,  will 
render  what  aid  they  can  in  wooding  and  watering,  to  shorten  their 
stops." — 1853. 


Station  Service.  205 

if  necessary,  to  prevent  such  cars  from  being 
moved,  or  interfering  in  any  way  with  trains  or 
cars  upon  other  tracks. 

427.  They  must  indorse  their   names,   in   the 
place  provided,  on  the  back  of  each  way-bill  carried 
by  them. 

428.  They  must  make  immediate  and  complete 
reports  to  the  proper  officer  of  all   unusual   deten- 
tions to  their  trains,  and  in  case  of  accident  to  cars, 
resulting  in  damage  or   loss  of  property,   will   at 
once  telegraph  or  write  all  the  facts  to  the  proper 
officer. 

429.  They  must  carefully  enter  upon  their   re- 
ports the  number  of  cars  taken   from    and   left   at 
each  station,  as  already  described,  and    make  such 
other  regular  returns  as  may  be  required  of  them. 

430.       GENERAL  INSTRUCTIONS  TO  BRAKEMEN. 

431.  While   on  duty,  brakemen  are  under  the 
direction  of  the  conductor.* 

432.  They    are   charged   with   the    immediate 
management  of  the  brakes,  the  proper  display  and 
use  of  signals,  and  the  lights,  stoves,  water,  gas 
and  other  fixtures  of  trains. 

433.  They  will  be  furnished,  upon  the  requisi- 
tion of  the  conductor,  with  a  full  set  of  train  sig- 
nals, which  they  must  keep  in  good  order,  and  at 
hand,  ready  for  immediate  use. 

434.  The   rear  car  of   every  train   must  be  a 
brake-car.    A  man  must  always  be  on  the  rear  car 

*  "At  stations,  it  is  their  duty  to  assist  in  taking-  on  wood  and  water, 
and,  when  not  on  running-  duty,  must  assist  at  the  station  in  whatever 
work  may  be  required  of  them."— 1853. 


206  Railway  Train  and 

of  trains;  provided,  however,  that  when  stopping 
a  train  he  may  set  the  brakes  upon  forward  cars 
after  having  set  the  brake  on  rear  car. 

435.  In   the   absence   of    automatic    or    steam 
brakes,  they  are  required  to  stop  their  trains  at  sta- 
tions, and  control   them  when  Klescending  heavy 
grades  without  the  whistle  signal  of  the  engine- 
man.*      In  damp  or  frosty  weather,  the   brakes 
must  be  applied  sooner  than  usual  to  prevent  run- 
ning past  the  station. 

436.  Brakemen  must  obey  the  order  to  apply 
brakes  instantly,  without  waiting  to  ascertain  the 
occasion  of  the  signal. 

437.  The     post    of     the     rear     brakeman     is 
on     the     last    car    in    the    train;     he    must    not 
leave  his  post  wThile  the  train  is  in-  motion  except 
to  protect  it,  or  to  apply  the  brakes,  if  necessary, 
on  adjoining  cars;  he  must  be  provided  with  the 
necessary  signals,  and  must  see  that  they  are  dis- 
played at  the  rear  of  the  train,  in  accordance  with 
the  rules;  and  in  case  of  detention  or  accident  to 
the  train,  he  must  immediately  go  back,  as  directed 
in  such  rules,  for  the  protection  of  trains;  he  must 
do  this  promptly  and  without  waiting  for  a  signal 

*  "They  are  not  allowed  to  slip  the  wheels  except  in  cases  of  danger, 
and  never  upon  the  ordinary  occasion  of  stopping  at  a  station;  observ- 
ing1 strictly  when  the  engineman  shuts  off  steam  on  approaching  a  sta- 
tion that  it  is  a  signal,  without  waiting  for  the  sound  of  the  whistle  to 
apply  the  brakes,  using  judgment  in  order  to  stop  at  the  proper  place  :it 
the  station  without  allowing  the  train  to  press  hard  upon  the  tender 
or  engine,  allowing  the  engineman  to  stop  the  engine  and  tender  with- 
out causing  them  to  draw  or  press  upon  the  train." — 1853. 

"In  traveling  down  steep  inclines,  guards  must,  in  order  to  steady 
the  trains  and  assist  the  engine-drivers,  apply  the  rear  brake,  care  be- 
ing taken  not  to  skid  the  wheels  except  when  a  train  is  approaching  at 
too  great  speed  a  station  at  which  it  is  timed  to  stop,  or  when  the  brakes 
are  specially  whistled  for  by  the  engine-drivers." — Bug.  Standard. 


Station  Service.  207 

from  the  engineman  or  instructions  from  the  con- 
ductor. 

438.  The  front  brakeman  is  charged  with  the 
duty  of   protecting  the  train  with  signals,  when 
from  any  cause,  the  fireman  is  unable  to  perform 
this  duty. 

439.  In  case  the  train  parts  on  the  road,  the  rear 
brakeman  must  immediately  apply  the  brakes  and 
stop  the  cars,  and  then   send  forward  the  most   re- 
liable person  he  can  command  to  make  danger  sig- 
nals, while  he  protects  the  detached  portion  until 
the  engine  or  front  part  of  the  train  returns. 

440.  When  an  assisting  engine  is  attached   to 
the  rear  of  a  train,  it  must  be  considered  as  a  part 
of   the  train,  and  in  case  of   accident  or  detention, 
the  brakeman  must  go  back  as  in  other  cases. 

441.  They  must  examine  the  running  gear  of 
the  cars  at  the  various   stopping-places,  reporting 
to  the  conductor  any  defects  they  may  observe. 

442.  They   will    be    held    responsible    for    the 
brakes  and  the  condition  of  the  coupling  apparatus. 
It  is  their  duty  to  see  that  these  are  in  good  order 
before  trains  start. 

443.  It  is  the  duty  of  an  employe  who  opens  a 
switch  upon  the  main  track   to  see  personally  that 
it  is  afterwards  closed  and  locked. 

444.       PASSENGER    BRAKEMEN.* 

445.     Passenger  brakemen  will  report  for  duty 
at  the  time  appointed,  open  the  doors  of  the  cars, 

*     "Brakemen  on  passenger  trains  will  be  required  to  wear  coats  or 
overalls  when  on  duty." — iS54. 


208  Rail-way  Train  and 

and  assist  conductors  in  the  proper  disposition  of 
passengers,  and  will  aid  them  in  all  things  requi- 
site to  the  prompt  and  safe  movement  of  the  trains, 
and  the  comfort  and  convenience  of  passengers. 

446.  They   must  give  special  attention  to  the 
proper  heating  and  ventilating  of  the  cars,  keeping 
a  moderate,  uniform  temperature,  and  see  that  the 
air  does  not  become  impure.     They  must  also  see 
that  the  water  receptacles  are  kept  supplied  with 
fresh  water.* 

447.  At  all  stopping  places  they  will  twice  dis- 
tinctly announce  the  name  of  the  station,  and  the 
length  of  the  time  the  train  will  stop,  when  such 
stoppage  exceeds  two  minutes.     Immediately  after* 
leaving  a  station,  they  will  announce  the  name  of 
the  next  stopping  place. 

448.  They  must  assist  the  conductor  in  preserv- 
ing order,  and  will  not  permit  passengers  to  stand 
upon  the  platforms  while  the  train  is  in  motion, 
nor  in  any  way  to  violate  the  rules  of  the  company. 

449.  They  must  be  respectful  to   passengers, 
and  give  polite  attention  to  their  wishes,  avoiding, 
however,  any  unnecessary  conversation. 

450.  When    it    is   necessary    to   pass   through 
sleeping  cars,  they  will  do  so  quietly,  so  as  to  avoid 
disturbing  passengers. 

451.  When  not  otherwise  engaged,  they   will 
stand  at  the  door  of  the  car,  ready  to  respond  to  , 
the  signal  of  the  engineman,  and  thev  must  occupy 

*  "The  brakeman  must  lijfht  the  car  lumps,  and  make  and  keep  up 
the  fires  in  the  cars,  fill  the  water-casks  or  jars,  and  do  such  other  work 
on  the  train  as  the  conductor  requires.  He  will  see  that  the  water- 
casks  are  filled  with  clean  water  and  in  warm  weather  that  they  are 
well  iced." — 1854. 


Station  Service.  209 

this  position  whether  the  train  is  equipped  with 
automatic  brakes  or  not. 

452..  They  ai-e  required  to  see  that  the  water 
closets  of  cars  are  kept  in  a  cleanly  condition.* 

453.       FREIGHT  BRAKEMEX. 

454.  Freight  bi-akemen  will  report  for  duty  at 
the  time  appointed,  and  will  assist  the  conductor  in 
the  switching  and  making  up  of  trains. 

455.  They  must  not  leave  their  posts  while  the 
train  is  in  motion,  nor  take  any  other  position   on 
the  train  than  that  assigned  to  them  by  the  con- 
ductor. 

456.  They  must  assist  in  loading  and  unloading 
freight. 

457.  They    are   required    to   stop    their   trains 
at   stations,   and    control    them    when   descending 
heavy   grades,  without  the  whistle   signal   of   the 
engineman.     The  brakes  must  not  be  applied   so 
as  to  slip  the  wheels,  and    on    heavy   grades   the 
brakes  should  be  changed  frequently  from   car  to 
car  so  as  to  avoid  heating  the  wheels. 

*  "There  is  no  water  closet  in  the  train,  no  passage  through  the  cars, 
and  no  means  of  communicating-  with  the  conductors.  Robberies  have 
often  been  committed  in  the  carriages.  Each  compartment  is  lighted 
at  night  bv  a  lamp  in  the  roof  and  warmed  in  winter  by  flat  tubes  of 
metal  filled  with  hot  water  ;ind  placed  under  the  feet  of  tlie  passengers 
on  the  floor." — Private  letter  from  Hon.  Geo.  P.  Marsh  describing 
ptissenifer  fur.i  in  Italy. 

"The  guards  must  immediately  open  the  door  of  any  carriage  from 
which  passengers  may  require  to  alight  for  the  purposes  of  nature,  etc., 
particularly  at  those  stations  where  the  engines  take  in  water.  The 
guards  must,  on  all  occasions,  represent  to  passengers  the  necessity  for 
their  resuming  their  seats  quickly  for  the  prevention  of  delay,  and  they 
must  avoid  all  loss  of  time  on  the  journey." — Regulations  English 
Road. 

"Guards,  porters,  policemen,  etc.,  etc.,  are  forbidden  to  use  the  wa- 
ter closets  provided  for  the  public,  and  will  be  fined  for  so  doing." — 
Gt.  Nor.  Ry.,  Eng. 


210  Rail-way  Train  and 

458.      TRAIN  AND  STATION  BAGGAGEMEN. 

459.  The  duties  and  responsibilities  of  these 
officials  are  explained  in  a  separate  volume  in  con- 
nection with  the  conduct  of  the  baggage  depart- 
ment and  the  traffic  incident  to  it.* 

460.      ENGINEMEN. 

461.  When  passing   over   the   road  without  a 
conductor,  they  will  be  held    responsible   for  the 
faithful  and  intelligent  use  of  all   the   precautions 
required  by  the  rules  and    regulations  governing 
the    movement   of  trains.     They  must,  therefore, 
familiarize  themselves  with  such  rules  and  regula- 
tions, including  those  for  the  government  of  train 
men. 

462.  They  are  intrusted  with  the  lives  of  pas- 
sengers and  the  property  of  the  company,  as  well 
as  that  which  is  intrusted  to  it  for  transportation. 
It  is   important,  therefore,  that   they    should   not 
only  attend   promptly  to  the  signals  given  them, 
but  they  should  be  vigilant  and  cautious,  not  trusting 
blindly  to  the  signals  they  may   receive,   nor   the 
rules  and  regulations  provided  for  their  safety. 

463.  The  engineman,  before  commencing  his 
day's  work,  must  examine  the    notices   posted  for 
his  guidance,  in  order  to  ascertain  if  there   is  any 
thing  requiring  his  special  attention  on  those  parts 
of  the  line  over  which  he  has  to  work. 

464.  "  The    engineman    must     keep     a     good 
lookout   all  the  the  time  the  engine  is  in  motion, 

*  "The  Baggage,  Parcel  and  Mail  Traffic  of  Railways,"  by  Marshall 
M.  Kirkman. 


Station  Service.  211 

and  the  fireman  must  also  do  so,  when  he   is    not 
necessarily  otherwise  engaged."* 

465.  It  is  the  duty  of  engineman  and  firemen 
at  all  times  to  keep  a  sharp  lookout  to  see  that  no 
portion   of    the   train   becomes   detached  without 
their  instantly  observing  it.f 

466.  Enginemen  are  under  the  direction  of  con- 
ductors when  upon  the  road,  in  all   things  not  in 
conflict  with  the  established  rules  and   regulations. 

467.  Enginemen  will  observe  the  orders  of  the 
inspectors  and  master  mechanics  in  regard   to  the 
working  of  their  engines  and  the  proper  use  of  fuel 
and  stores. 

468.  They  must  obey  the  orders  of   the   yard 
master  or  person  in  charge  in  regard  to  switching 
and  making  up  trains.J 

469.  They   must  not  start  their  trains  till  di- 
rected by  the  conductor,  nor  till  the  bell  of  the  en- 
gine has  been  rung.     They  must  start  with  care, 
and  it  is  their  duty  to  see  before  they  get  beyond 
the  limits  of  the  station  that  no  portion  of  their 
train  is  detached. g 

*  Eng.  Standard. 

t  "With  the  firemen,  they  will  often  alternately  look  around  to  see 
that  all  is  right  with  the  train  while  passing  over  the  road,  or  standing 
with  their  train  at  stations,  and  to  attend  to  signals  from  the  conductor, 
for  starting  forward  or  backward." — 1853. 

\  "The  engine-driver  must  afford  such  assistance  with  his  engine  as 
may  be  required  for  the  formation,  arrangement,  and  dispatch  of  his 
train. — Enff.  Standard. 

g  "  When  a  passenger  train  is  about  to  start  from  the  station  or  ticket- 
platform,  the  signal  to  start  given  by  the  guard  merely  indicates  that 
the  station  duty  or  the  collection  of  tickets  is  completed;  and  previous 
to  starting  the  train,  the  engine-driver  must  satisfy  himself  that  the  line 
before  him  is  clear,  either  by  observation,  or  by  obtaining,  by  means  of 
his  whistle,  the  exhibition  of  the  necessary  signal,  as  the  circumstances 
of  the  case  may  require,  and,  when  starting,  the  fireman  must  look 
back  on  the  platform  side  until  the  last  vehicle  has  drawn  clear  of  the 
platform,  to  see  that  the  whole  of  the  train  is  following  in  a  safe  and 
proper  manner,  and  to  receive  any  signal  from  the  station-master  or 
guard  that  may  be  necessary."- -Eng.  Standard. 


212  Railivav  Train  and 

470.  They   are   required  to  start  and  stop  the 
train  slowly,  otherwise  the  couplings  and  chains 
are  liable  to  be  broken. 

471.  In  stopping  their  trains,  they  must  pay 
particular  attention  to  the  state  of  the  weather  and 
the  condition  of  the  rails,  as  well  as  to  the  length 
of  the  train.     These  circumstances  must  have  due 
weight  in  determining  when  to  shut  off  the  steam. 
Terminal   stations   must  be   entered   with   special 
care. 

472.  They  must  be  careful  not  to  shut  off  steam 
suddenly  (except  in  case  of  danger),  so  as  to  cause 
a  concussion  of  the  cars,  by  which  trainmen  and 
others  may  be  injured.    Enginemen  of  stock  trains 
are  required  to  be  particularly  careful  in  starting 
and  stopping  their  trains. 

473.  They  must  know  exactly  what  time  is  al- 
lotted them   in  the  schedule,  and  they  must  not 
start  from   a  station,  even  though  they  receive  a 
signal  from  the  conductor,  unless  they  can   reach 
the   next   station    without   encroaching   upon   the 
rights  of  other  trains. 

474.  They   must  have  their  engines   in    good 
working  order,  supplied  with  the   necessary  sig- 
nals, stores,  tools,  fuel  and  water,  and  the  steam  up 
ready  to  attach  to  the  train  at  least  thirty  minutes 
before  the  schedule  time  for  starting,  and  as  much 
earlier  as  directed  by  the  proper  official. 

475.  Each  engine  must  be  supplied  with  twelve 
torpedoes,   four    fusees   and   the  necessary    signal 
lamps  and  flags;  also   with  a  pair  of  screw-jacks, 
extra  spring-hangers,  and  such  other  tools  as  may 


Station  Service.  213 

be  necessary  to  operate  the  engine  or  provide  for 
accidents  or  delays. 

476.  They  must  see  before  leaving  the  engine 
house  that  the  spark-arrester  and  wire  netting  over 
the  smoke-pipe  and  the  ash-pan  of  the  engine  as 
well,  are  all  in  good  condition.* 

477.  In   running  passenger  trains,  enginemen 
must  observe  great  care  in  the  manner  of  working 
the  automatic  brake.    It  must  be  applied  when  the 
engine  is  first  attached  to  the  train,  before  starting 
from  the  station,  to  make  sure  that  it  is  in  working 
order;  in  making  regular  stops,  it  must  be  applied 
in  such  manner  as  to  avoid  injury  to  the  brakes,  or 
discomfort  to  the  passengers.    Especial  care  should 
be  taken  with  short  trains  to  apply  the  brake  suffi- 
ciently early  to  obviate  this  difficulty. f 

478.  The  brakes  must  not  be  relied  upon  when 
approaching  railroad  crossings  or  other  hazardous 
points,  but  steam  must  be  shut  off,  and  the  train, 
whether  passenger  or  freight,  held  under  such  con- 
trol as  to  prevent  running  past  the  objective  point 
before  stopping. 

479.  Enginemen  are  required  to  see   that  the 

*  "They  will  be  particular  to  see  that  the  chimney  is  kept  in  order, 
so  as  not  to  throw  fire.  They  will  not  empty  their  sparks  between  the 
extreme  switches  at  any  station,  unless  :i  proper  place  be  provided  for 
them.  Where  no  place  is  provided,  select  the  most  suitable  beyond  the 
switches,  putting-  them  down  an  embankment,  if  possible,  so  as  not  to 
disfigure  the  line." — 1853. 

t  "Should  a  passenger  train,  in  stopping-  at  a  station,  over-run,  or 
stop  short  of  the  platform,  the  engine-driver  must  not  move  the  train 
back  or  draw  it  forward  until  he  receives  instructions  from  the  guard  in 
charge  to  do  so.  Station-masters,  guards,  and  others,  must  at  once 
take  steps  to  prevent  passengers  leaving  the  carriages  that  are  not  at 
the  platform;  and  as  soon  as  the  guard  in  charge  has  satisfied  himself 
that  all  carriage  doors  are  closed,  and  that  no  passengers  are  entering 
or  leaving  the  train,  he  must  instruct  the  engine-driver  to  put  back  or 
draw  up  to  the  platform,  as  may  be  required.  The  engine-driver  must 
sound  his  whistle  before  moving  his  train." — Eng.  Standard. 


214  Railway  Train  and 

beli-cord  is  not  obstructed  by  fuel  or  otherwise.  It 
must  not  be  unfastened  until  the  end  of  the  trip, 
and  when  more  than  one  engine  is  attached  to  the 
train,  the  bell-cord  must  be  attached  to  the  leading 
engine.* 

480.  Cars  must  not  be  switched  into  sidings,  nor 
to  other  cars  upon  the  main  lines,  without  remain- 
ing attached  to  the  engine,  unless  the  cars  are  at- 
tended by  a  brakeman  or  other  person  prepared  to 
apply  the  brakes  or  blocks,  as  the  case  may  be,  so 
as  to  prevent  their  coming  into  violent  contact  with 
other  cars  or  vehicles,  or  obstructing  other  lines. 
When  cars  require  to  be  switched  into  incline  sid- 
ings, the  cars  to  be  moved  at  one  switching  must 
be  limited  to  such  a  number  as  the  engine  can  push 
up  without  going  at  a  violent  or  excessive  speed. 

481.  They   must   promptly    obey   all    signals 
given,  even  though  they  may  think  such  signals 
unnecessary.    When  in  doubt  as  to  the  meaning  of 
a  signal,  they  must  stop  and  ascertain  the  cause, 
and,  if  a  wrong  signal  is  shown,  it  is  their  duty  to 
report  the  fact  to  the  proper  officer.f 

482.  They  must  notice  whether  watchmen  and 
flagmen  are  at  their  posts,  and  report  to  the  proper 
officer  any  neglect  of  duty  that  they  may  observe. 

*  "When  two  engines  are  employed  in  drawing-  the  same  train,  the 
engine-driver  and  fireman  of  the  leading  engine  are  responsible  for  the 
observance  of  signals;  the  engine-driver  of  the  second  engine  must 
watch  for,  and  take  his  signals  from  the  engine-driver  of  the  leading 
engine,  but  the  engine-driver  of  the  second  engine  is  not  relieved  from 
the  due  observance  of  all  signals  regulating  the  safe  working  of  the 
line.  Great  caution  must  be  used  in  starting  such  a  train  to  prevent  the 
breaking  of  couplings." — Eng.  Standard. 

•(•"The  engine-driver  and  fireman  must  pay  immediate  attention  to 
and  obey  all  signals,  whether  the  cause  of  the  signal  being  shown  is 
known  to  them  or  not.  The  engine-driver  must  not,  however,  trust  en- 
tirely to  signals,  but  on  all  occasions  be  vigilant  and  cautious.  He  must 
also  obey  the  instructions  of  the  officers  in  charge  of  stations." — Eng. 
Standard. 


Station  Service.  215 

483.  They    must   also    report   the   absence^of 
lights  at   switches,   where   such  lights  should  be 
shown.* 

484.  They  must    approach  and   pass    stations 
where  their  trains  do  not  stop  with  great  caution. 

485.  When  trains  are  running  over  the  road  in 
heavy  storms,  or  immediately  after  such  storms, 
enginemen  will  run  very  cautiously,  and  without 
regard  to  making  schedule  time.  They  should  run 
slowly  and  cautiously  in  approaching  curves  and 
places  where  the  tracks  is  likely  to  be  washed  away. 

486.  Great  care  should  be  taken  to  prevent  the 
killing  of   live  stock,  and  engines  must  come  to  a 
full  stop,  if  necessary,   to  avoid  killing  or  injuring 
stock.f     Conductors  and  enginemen  must  report  to 
the  proper  officer  in  writing,  giving  full  particulars 
whenever  stock  is  killed  or  injui'ed  by  their  engines 
or  trains. 

487.  "  Engine-drivers,  after  taking  water  from 
tanks  or  water-columns,  must  be  careful  to  leave 
the  hose  or  water-crane  clear  of  the  main  line  and 
properly  secured."]; 

488.  Thev    must    not    permit    burning   cotton, 
waste  or  hot  cinders   to   be   thrown  from  the  en- 
gine or  tender  while  in  motion,  and  must  use  every 
precaution  when  passing  bridges,  culverts,  build- 
ings, and  fuel-piles,  to  prevent  the  same  from  tak- 

*"The  absence  of  a  signal  at  a  place  where  a  signal  is  ordinarily 
shown,  or  a  signal  imperfectly  exhibited,  must  be  considered  a  danger 
signal,  and  treated  accordingly,  and  the  fact  reported  to  the  signalman 
or  station-master." — Great  western  Ry.,  Kay  land. 

f"  Pass  all  roads  cautiously;  be  careful  not  to  frighten  horses,  and  at 
Blank  take  extra  care. "--1^5  \. 

\  English  Standard. 


216  Railway  Train  and 

ing  fire  from  their  engines.  The  dampers  of  ash- 
pans  must  be  closed  when  passing  over  wooden 
bridges  or  culverts.* 

489.  They  will   not  be  permitted   to  clean  or 
empty  their  ash-pans  on  the  main  track,   except  at 
points  designated  by  the  proper  officer. 

490.  Enginemen  must  so  arrange  their  fires  as 
to  avoid   any  unnecessary  emission  of  smoke- from 
their  engines  while  standing  at  or  passing  stations. 

491.  They  must  not  leave  their  engine  during 
the  trip,  except  in  cases  of  necessity,  or  when  re- 
quired by  the  regulations,  and,  when  absent  from 
it,  they  must  leave  the  fireman  or  some  other  com- 
petent person  in  charge. 

492.  Store-keepers    will    provide    them    with 
tickets  for  wood  and   coal,  and  they  will  not  be 
furnished  such  supplies  except  upon  the  delivery 
of  a  ticket  to  the  person  in  charge,  for  the  correct 
amount  supplied  them.     It  is  important,  therefore, 
that  they,   at  all  times,   keep  a  sufficient  supply  of 
tickets  on  hand. 

493.  When  a  conductor  is  disabled,  the  engine- 
man  will  have  full  charge  of,  and  be  held  respon- 
sible for  the  safety  of  the  train  until  an  authorized 
person  assumes   charge   of  it.     Enginemen  must 
never  leave  their  engine  when  steam  is  up  without 
shutting  the  regulator,  throwing  the  engine  out  of 
gear,  and  applying  the  tender-brakes. 

494.  They  must   report   the   condition  of  their 
engines  to  the  inspector  or  master  mechanic  at  the 
end  of  each  trip. 

*  "Pass  all  important  bridges  carefully  and  at  a  reduced  speed,  with 
the  ash. pan  closed." — 1853. 


Station  Service.  217 

495.  They  will,  at  all  times,  assist,  when  called 
upon,  in  making  any  repairs  to  their  engine  that 
may  be  necessary.  When  required  to  work  in  the 
shops,  they  will  be  subject  to  shop  rules  and  regu- 
lations.* 

496.        FIREMEN. 

497.  Firemen,  when  on  duty  upon  the  road,  are 
under  the  direction  of  the  enginemen.f 

498.  They  will    obey  the    orders  of  the  master 
mechanic  or  inspectors  of  engines  in  regard  to  the 
use  of  fuel  and  the  proper  manner  of  firing. 

499.  They   must   be    on    their  engines  at  least 
thirty  minutes  before  time  of  starting,  and  conform 
to  any   directions  they  may  receive   from  the  en- 
ginemen.J 

500.  They   must   supply   the   engine  regularly 
with  fuel  and  water,  at  the  discretion  of  the  en- 
ginemen.    They  must  ring  the  bell  when  required, 
and  must  assist  in  oiling,  and   apply  the  tender- 
brake,  in  accordance  with  the  orders  and  signals  of 
the  enginemen.§ 

501.  They    will    assist    in    keeping   a  constant 
lookout  upon  the  track,  and  must  give  the  engine- 

*  "  When"  not  on  running  duty,  they  will  assist  in  the  machine  shop, 
and  conform  to  its  rules." — 1853." 

f'They  will  net  under  the  direction  of  the  engincman,  and  will  aid 
in  the  small  daily  repairs  and  cleaning  of  the  machine." — 1853. 

%  "They  must  .see  that  the  boilers  are  properly  filled  before  firing'  up; 
that  the  fires  are  kindled  in  proper  time,  and  that  all  the  working-joints 
of  the  engine  are  kept  well  oiled,  together  with  such  other  duty  as  the 
tnginemen  may  require  of  them." — 1854. 

"  They  are  strictly  forbidden  to  throw  fire  or  sticks  of  wood  upon  the 
road,  as  also  to  interfere  in  any  manner  with  the  running  of  the  ma- 
chine."— 185.1. 

§  Before  arriving  at  the  station  wlier*  they  are  to  take  wood,  they  will 
pile  up  their  remaining  wood  in  th  •  f.-ont"  p-irt  of  the  tender,  that  the 
wood  from  the  station  may  be  taken  in  with  the  greatest  dispatch. 

14 


218  Railway  Train  and 

men  prompt  notice  of  any  obstruction  they  may 
perceive. 

502.  They  must  make  themselves  familiar  with 
train  rules,  including  those  that  apply  to  the  pro- 
tection of  trains,  and  must  understand  the  use  of 
signals,  and  be  prepared  to  use  them  or  respond  to 
them  promptly  and  discreetly. 

503.  They    must   take  charge   of   the   engine, 
should  the  engineman  at  any  time  be  absent,  and 
will  not  leave  it  until  his  return,  nor  suffer  any  un- 
authorized person  to  be  upon  it. 

504.  They  will  not  attempt  to  run  an  engine  in 
the  absence  of  the  engineman  without  permission 
from  the  master  mechanic,  unless  they  are  directed 
to  do  so  by  the  conductor  or  other  authorized  offi- 
cer in  consequence  of  some  special  emergency. 

505.  They  must  keep  their  engines  clean,*  and 
must  assist,  when  not  otherwise  engaged,  in  mak- 
ing such  repairs   as  may   be   required.     When    at 
work  in  shops,  they  will   be  subject  to  the  rules 
and  regulations  governing  shop  labor. 

506.       INSPECTORS  OF  ENGINES. 

507.  Inspectors  of  engines  are  required  to  ride 
upon  the  engines  and  instruct  enginemen  and  fire- 
men in  regard  to  the  proper  working  and  firing  of 
engines,  so  as  to  obtain  the  best  results  in  the  con- 
sumption of  fuel  and  stores.     They  must  study  the 
capacity  of  the  various  engines. 

508.  It  is  their  duty  to  see  that  the  regulation 

*  "  During-  the  passage,  whenever  they  have  an  opportunity,  they  will 
wipe  the  connecting-rods  and  most  exposed  parts  of  their  machine, 
keeping  it  as  clean  and  neat  as  possible.  — 1853. 


Stall  on  Service.  219 

pressure   of  steam   is   not  exceeded,  and  that  the 
boilers  are  washed  as  often  as  necessary. 

509.  They  must  see  that  engines  are  equipped 
with  signals,  tools,  and  articles  necessary  to   their 
efficient  working,  and  that  injectors,  pumps,  brakes 
and  other  fixtures  are  in  good  working  order. 

510.  They    will    advise    the   proper   officer  of 
the  number  of  cars  to  be  allotted  to  each  class  of 
engines,  and  report  to  him  when  engines  of  through 
freight  trains  are  not  given  cars  to  their  full  capaci- 
ty, or  when  an  engine  is  overloaded. 

^11.  They  will  consult  with  the  shop  foreman 
in  regard  to  the  daily  condition  and  requirements 
of  the  engines  running  upon  their  divisions. 

512.  They  will  report  to  the  proper  officer  the 
qualifications  of  enginemen  and  firemen,  and  any 
violation  of  rules  or  neglect  of  duty  which  may 
come  to  their  knowledge,  and  keep  them  advised 
of  all  matters  relating  to  the  economical  and  effi- 
cient working  of  the  engines  and  their  crews. 

513.       YARD    MASTERS. 

514.  They  will   have  charge  of  the  yard  and 
sidings  at  stations  where   trains  are   formed,  the 
movements  of  trains  in  connection  therewith,  and 
of  the  yard  force  employed  thereat. 

515.  When  the  business  is  not  sufficient  tore- 
quire  a  yard  master,  the  duties  of  the  office,  gener- 
ally, will  be  performed  by  the  agent. 

516.  They  are   responsible  for   the  dispatch  of 
trains,  the   prompt   movement  of   cars  within    the 


220  Railway  Train  and 

limits  of    the   yard,  and    the   proper   position   of 
switches. 

517.  They  must  carry  out  the  orders  of   their 
superior   officer  in  regard    to  the  distribution  of 
cars,  the  making  up  of  trains,  and  assigning  mo- 
tive power  therefor.* 

518.  They  must  give  directions  for  switching 
and  placing  cars  in  proper  position  in  trains,  and 
see  that  such  trains  leave  on  time. 

519.  They  must  see  that  the  train  force  is  ready 
for  duty  at  the  time  required,  and  that  both  en- 
ginemen  and  conductors  are  supplied  with  sched- 
ules, signals,  lamps,  tools,  and  such  fixtures  as  are 
required  for  the  safety  and  good   management  of 
trains. 

520.  They  must  not  permit  a  train  to  start  with 
an  engineman,  conductor,  or  brakeman  who  is  un- 
fit for  duty,  nor  fail  to  report  such  an  occurrence 
to  the  proper  officer. 

521.  They  must  see  that  the  yard  is  kept  in 
good  order,  and  that  cars  requiring  serious  repairs 
are  sent  to  the  shop. 

522.  It  is  their  duty  to  see  that  car  repairmen 
perform  their  duties  of  oiling,  cleaning,  inspecting, 
and    repairing   cars   in    a   thorough    and   efficient 
manner.     Any  neglect  they  may  observe  must  be 
reported  to  the  proper  officer.f 

*  "At  any  terminus,  or  large  station  where  carriages  are  kept,  the 
station-inspectors  are  to  see  that  they  are  always  in  good  order, 
and,  before  being  formed  into  a  train,  that  every  carriage  or  other  ve- 
hicle has  its  proper  supply  of  roof-lamps  trimmed;  that  it  is  cleaned 
inside  and  out,  and  the  glasses  and  handles  made  bright.  They  are 
also  to  see  to  the  screwing  up  of  the  connections,  and  that  the  buffers 
of  the  several  carriages  forming  the  train  press  against  each  other,  and 
recede  about  an  inch  when  screwed  up,  and  also  to  take  care  the  doors 
on  the  off-side  of  all  carriages  are  locked." — Gt.  Nor.  Ry.,  England. 

t  "At  stations  where  carriage-examiners  are  kept,  me  station  mas- 


.  Station  •Service.  221 

• 

523.  They  must  see  that  a  record  is  kept  of  the 
number  of  each  car,  the  date  it  arrived  and  de- 
parted, and  that  daily  telegraphic  returns  of  the 
same  are  made. 

524.       COUPLING  CARS. 

525.  Care  must  be  exercised  by  persons  when 
coupling  cars. 

526.  The  coupling  apparatus  of  cars  or  engines 
is  not  always  uniform  in  style,  size  or  strength,  and 
is  liable  to  be  broken. 

527.  It  is,  therefore,  dangerous  to  expose  the 
hands,  arms  or  persons  of  those  engaged    in  this 
work. 

528.  Employes  are,  therefore,  directed  to  ex- 
amine, so  as  to  know  beforehand,  the  kind  and  con- 
dition of  the  drawhead,  drawbar,  link  and  coupling 
apparatus,  and  are  prohibited  from  placing  in  the 
trains   any   car  with  a  defective  coupling.     Suffi- 
cient time  is  allowed   and   may   be  taken  by   em- 
ployes to  make  the  examination  required. 

529.  Coupling  by  hand  is  prohibited  in  all  cases 
where  a  stick  can  be  used  to  guide  the   link  or 
shackle;  and  each  switchman,  brakeman  or  other 
employe   who   may  be  expected  to  couple  cars,  is 
required  to  provide   himself  with   a  stick  for  that 
purpose1. 

530.  Uncoupling  cars  while  in  motion  should 
be  avoided. 

ter,  or  person  in  charge,  must,  before  starting  the  train,  satisfy  himself 
that  the  examination  of  it  has  been  completed,  and  that,  so  far  as  the 
carriage-examiner  is  concerned,  the  train  is  all  right  and  fit  to  proceed. 
At  stations  where  examiners  are  not  kept,  steps  must  be  taken  to  rem- 
edy any  defect  that  may  be  observed  in  the  running  of  the  vehicles,  by 
supplying-  oil  or  grease  to  the  axle-boxes  of  any  that  may  require  it,  or 
removing  the  defective  vehicles  from  the  train,  as  mav  be  found  neces- 
s:irv."  —  Ekf.  Standard. 


CHAPTER  XII. 

Agents — Rules  Referring  to  the  Passenger  Traffic — Freight 
Regulations — Receiving  Freight  for  Shipment — Receipt- 
ing for  Freight — Releases — Loading  and  Unloading 
Freight — Care  must  be  Exercised — Delivery  of  Freight 
— Freight  from  and  to  Stations  at  which  there  are  no 
Agents — Wav-Billing  Freight — Sealing  Cars  Containing 
Freight— Miscellaneous  Rules  Regarding  Freight — Di- 
rections to  Agents  in  Reference  to  Fuel — Switches — - 
Trains  and  Cars — General  Directions  to  Agents. 

531.       AGENTS. 

532.     NOTE. — It  is  proper  to  mention  in  this   connection  that   it  has 
>een  intended  to  embody  herein  only  such  instructions  as  relate  to  the 


having  exhausted  the  subject,     .bach  or  these   books  contain   more  or 
less  information  in  reference  to  station  matters.     It  has  been  the  aim  of 


other  books  written  by  him.    This  work,  as  the  readej  will   have 
covered,  refers  more  particularly  to  the  Train  Service  of  railroads. 


533.  The  duties  of  agents  in  connection  with 
the  baggage  department  and  its  affairs  are  treated 
of  separately  in  connection  with  the  baggage  de- 
partment and  its  traffic. 

534.       RULES    REFERRING    TO    THE    PASSENGER 
TRAFFIC. 

535.     Agents  must  be  careful  to  keep  on  hand, 
222 


Slat  ion  Service.  223 

at  all  times  a  supply  of  tickets  sufficient  to  answer 
the  wants  of  the  business  of  their  stations. 

536.  Agents  must  use  every  exertion  to  supply 
passengers   with    tickets   before    such    passengers 
enter  the  cars,  but  they  must  not  sell  tickets  to  sta- 
tions at  which  the  train  does  not  stop. 

537.  Agents  must  not  sell    tickets   to    persons 
who  are  unfit  to  take  care  of  themselves,   or  who 
might  endanger  the  lives  of  passengers,   or    prove 
an  annoyance  to  them. 

538.  Agents    must   attend   to  the  comfort  and 
convenience   of   travelers,    and   must    give   infor- 
mation when    requested    by   them    in   a  courteous 
and  satisfactory  manner.* 

539.  The  departure  of  each  passenger  train  and 
the  principal  points  at  which  it  stops  must  be  duly 
and  plainly  announced  in  the  waiting   rooms,    and 
other  proper  precautions  taken  to  prevent  passen- 
gers from   being  left    behind  or  taking  the  wrong 
train;   at  all  eating  stations  five  minutes  notice   of 
the  departure  of  trains  must  be  given  in  the  dining 
room,  and  passengers  advised  on  entering  the  room 
that  this  will  be  done,  so  that  they  will  not  be  un- 
duly hurried  in  eating. 

*  "They  must  lie  courteous  :uul  respectful  in  their  deportment  to  pas- 
sengers, and  if  any  agent  is  known  to  be  otherwise,  he  will  be  reported 
to  the  Superintendent  for  misdemeanor,  and,  if  the  offense  be  repeated, 
be  liable  to  .suspension  or  dismissal.  As  much  fault  has  been  found  with 
some  of  the  ticket  sellers  of  the  road  for  their  want  of  courtesy,  a  strict 
observance  of  this  rule  is  requested." — 1854. 

"  He  must  take  c-ire  that  all  the  servants  at  his  station  behave  respect- 
fully and  civilly  to  passengers  of  every  class.  lie  must  take  care  that 
all  the  servants  come  on  duty  clean  in  their  persons  and  clothes,  and  in 
the  uniform  supplied  to  them.  Hvery  exertion  must  be  made  for  the  ex- 
peditious dispatch  of  the  station  duties,  and  for  insuring-  the  safety  of 
the  public,  arid  punctuality  of  the  trains.  The  station  master  must  re- 
port, without  delay,  to  his  superior  officer,  neglect  of  dutv  on  the  part  of 
any  of  the  company's  servants  under  his  charge,  and  forward  to  him 
particulars  of  any  complaint  made  bv  the  public." — -English  Standard. 


224  Railway  Train  and 

540.  Agents  will  observe  the  deportment  of 
trainmen  toward  passengers,  and  will  report  to  the 
proper  officer  any  rudeness  or  incivility  that  may 
come  under  their  observation. 

541.      FREIGHT  REGULATIONS. 

542.  The  rules  and  regulations  accompanying 
the  freight  tariffs  of  the  various  companies  are 
more  or  less  particular  to  recapitulate  the  circum- 
stances under  which  freight  will  be  received  by 
them,  and  the  extent  of  their  responsibility  for  the 
property  which  they  transport.  Many  of  the  regu- 
lations and  exceptions  are  exceedingly  pertinent, 
and  in  accordance  with  good  business  usage  and 
the  laws  governing  common  carriers.  Many  of 
them,  however,  possess  no  value  whatever. 
GlendoTver  could  call  spirits  from  the  vasty  deep, 
and  so  could  Percy,  but  neither  of  them  ever 
elicited  any  intelligent  response.  And  so  any  body 
can  frame  rules  and  exceptions  governing  the  car- 
riage of  goods  and  passengers,  but  only  those  in 
harmony  with  the  responsibilities  of  common  car- 
riers possess  any  virtue  further  than  that  they  may, 
perhaps,  sometimes  induce  the  patrons  of  a  com- 
pany to  exercise  greater  care  in  particular  cases, 
than  they  otherwise  would.  But  this  good  is,  per- 
haps, more  than  counter-balanced  by  their  perni- 
cious effect  upon  employes.  In  many  cases  the  reg- 
ulations that  hold  good  in  one  section  or  state, 
have  no  binding  force  elsewhere.  It  is  impossible, 
therefore,  in  a  work  of  this  description  to  classify 
or  arrange  them.  Hence  the  writer  has,  as  a  rule, 
designed  to  omit  all  reference  to  them  herein. 


Station  Service.  225 

543.         DIRECTIONS    TO     AGENTS RECEIVING 

FREIGHT    FOR    SHIPMENT. 

544.  They  must  not  take  a  verbal  order  for  the 
forwarding  of  freight,  but  must  in  each  instance 
require  shippers  to  furnish  a  shipping  ticket.     It 
must  contain  a  description  of  the  marks  upon  the 
freight,   the   consignments,    name    of    route,   also 
name  of   nearest  railroad  station  (if  destination  is 
not  located  upon  a  railway  line),  etc.     The  ticket 
must  be  filed  and  preserved  for  future  reference. 

545.  The    shipping    ticket    for    articles,   which 
the  tariff  directs  must  be   transported   at  owner's 
risk,  must  read  "  owner's  risk."    The  receipt  given 
for  the  property  must  also  read  "  at  owner's  risk.' 
Agents  must  see  that  shippers  understand  the  con- 
ditions on  which  such  property  is  received  by  the 
company. 

546.  Agents  will  not  receive  freight  unless  it  is 
marked  with  the  address  of  the  consignee  in  full. 
Initials  are  not  sufficient. 

547.  They  will  not  receive  shipments  of  flour, 
wool,  rags,   hides,  iron,  and   other   articles   which 
can  not  be  fully  marked  with  the  place  of  destina- 
tion and  name  of  consignee,  and  which  are,  in  con- 
sequence, liable  to  be  mixed  with  other  consign- 
ments of  a  similar  description  consigned  to  other 
parties,  unless  such  shipments   are   branded,  num- 
bered, or  marked,  so  that  each  package  or  consign- 
ment may  be  easilv  distinguished   and  accurately 
described  in  the  way-bill.    To  insure  correct  deliv- 
ery at  destination,  the  brands,  numbers,  or  marks, 
on  each  package  must  be  entered  in  detail  on  the 


226  Railway  Train  and 

way-bill;  such  freight  as  is  liable  to  pilferage,  es- 
pecially from  connecting  lines,  must  be  carefully 
handled,  and  agents  must  satisfy  themselves  that 
such  property  has  not  been  re-coopered  or  pilfered, 
or  damaged  by  wet  at  the  time  of  its  receipt  by 
them;  and,  further,  that  it  is  in  all  respects  in  good 
order. 

548.  Freight  should  be  forwarded  as  soon  as 
possible  after  its  receipt. 

549.  When  buggies  and  carriages   not  boxed 
are   shipped,  agents   must   see   that   they  do  not 
contain  any  loose  articles,  such  as  cushions,  harness, 
whips,  robes,  etc.;  all  such  articles  should  be  boxed 
and  shipped  separately. 

550.  They  will  decline  to  receive  freight  for  re- 
shipment  the  charges  upon  which  have  been  pre- 
paid from  point  of  shipment  to  destination,  unless 
the  money  to  prepay  to   destination   is   tendered 
with  the  property.     This  rule  does  not,  of  course, 
apply  in  those  cases  where  freight  is  billed  through. 

551.  Charges  on  perishable  property  must  be 
prepaid  or  guaranteed  by  responsible  parties. 

552.  Articles  that  are  not  considered  worth  the 
charge  at  forced  sale  will  not  be  taken,  unless  such 
charges  are  prepaid. 

553-     When  cooperage  is  required,  packages  are 
subject  to  a  charge  therefor. 

554.       DIRECTIONS    TO    AGENTS RECEIPTING  FOR 

FREIGHT. 

555-     Whenever  freight  is  received  at  a  station 
for  shipment,  they  must  invariably  issue  a  receipt 


Station  Service.  227 

therefor,  correctly  filled  up  and  in  conformity 
with  the  printed  form  of  receipt  provided.  They 
must,  moreover,  point  out  to  shippers  the  condi- 
tions printed  in  the  receipt,  which  are  the  condi- 
tions upon  which  the  freight  is  received  by  the 
company. 

556.  They  must  know  from  personal  examina- 
tion that  they  receive  the  property  they  receipt  for, 
and  that  the  marks  upon  such  property  correspond 
with  the  marks  as  described  in  the  receipt ;  also 
that  the  property  is  well  packed  and  clearly 
marked. 

^57.  They  must  be  sure  when  receipting  for 
freight  that  the  receipt  contains  an  accurate  state- 
ment of  all  marks  upon  the  packages,  also  that  it 
states  the  destination  of  the  property,  gives  the 
brand  of  flour,  the  marks  upon  bales  of  wool,  cot- 
ton or  rags,  upon  barrels  of  oil,  hogsheads  of  to- 
bacco, bars  or  bundles  of  iron,  the  mark  or  descrip- 
tion of  tag  on  each  package  of  hides,  etc.,  etc.  As 
property  is  frequently  packed  for  shipment  in  sec- 
ond-hand barrels  or  boxes,  without  the  original 
marks  being  obliterated  or  erased,  agents  must  be 
careful  to  see  that  all  such  marks  are  obliterated 
before  receipting  for  the  property. 

558.  In  receipting  for  cars  loaded  by  shippers, 
the  receipt  must  read  "  shipper's  count,"  "  more  or 
less,"  except  when  the  right  number  of  packages, 
measurement,    weight,    quantity,     etc.,    etc.,   are 
known  by  the  agent  to  be  in  the  car. 

559.  When  a  receipt  is  given  covering  a  varie- 
ty of  articles,  such  as  a  lot  of  household  furniture, 


228  Railway  Train  and 

each  separate  piece  must  be  properly  marked,  and 
a  bill  of  particulars  furnished  by  the  consignor. 

560.  If  a  package  is  broken,  the  agent  must 
ascertain  if  any  loss  or  damage  to  the  contents  has 
accrued,  noting  the  particulars    upon  the   receipt 
and  way-bill. 

561.  When  freight  that  is  liable  to  be  damaged 
by  the  weather  is  shipped  in  open  cars,  it  must  not 
be  received  except  at  the  owner's  risk,  and  the  re- 
ceipt which  is  given  must  so  state. 

562.  If  np  rate  is  inserted  in  the  receipt  issued 
by  the  agent,  he  must  draw  his  pen  through  the 
blank  space  provided  for  inserting  the  rate. 

563.  All   freight,  except  that   loaded  by  ship- 
pers, must  be  checked  before  it  is  receipted  for,  the 
quantity  or  full   number  of  packages  being  stated 
in  each  instance.     The  receipt  or  way-bill   must 
not  read  "  shipper's  tally,"  or  "  more  or  less." 

564.  When   freight   is    received    in  bad   order 
from  transportation  companies  or  from  any  person 
whatever,  agents  must  be  careful  to  note  on   the 
receipt  and  the  way-bill   as  well,  the  exact  condi- 
tion of  the  property.     The  term  "bad  order"  or 
"  b.  o."  must  never  be  used.     Packages  received  in 
bad    order   must    be    carefully  weighed    and   the 
weight  entered  upon  the  receipt  and  way-bill. 

565.  They  must  not  sign  receipts   agreeing  to 
deliver  property  at  any  point  beyond  the  terminus 
of  the  road,  but  may   agree    upon   and    insert   the 
through  rate  when  especially  authorized. 

566.  When   freight   is   contracted   through  to 
any  point  upon  another  line,  agents  must  enter  the 


Station  Service.  229 

through  rate  on  the  bill  of  lading  6r  receipt,  also 
each  road's  proportion  of  the  through  rate  on  the 
face  of  the  way-bill,  unless  otherwise  directed. 
When  charges  are  advanced  they  must  enter  the 
amount  advanced  upon  the  receipt  or  bill  of  lading. 
Charges  advanced  on  shipments  of  live  stock  must 
be  entered  upon  the  contract. 

567.       RELEASES. 

568.  Releases  for  household  goods  and  for 
other  freight  of  a  similar  character  must  be  taken 
in  duplicate;  they  must  be  signed  by  the  shipper 
and  witnessed  by  the  agent  or  his  assistant.  The 
original  release  must  be  retained  by  the  agent  and 
preserved  for  future  reference,  but  the  duplicate 
must  be  attached  to  the  way-bill  and  sent  forward 
with  the  property.  Agents  must  examine  new 
furniture  offered  for  shipment,  and  if  they  con- 
sider it  is  not  packed  in  a  manner  to  sustain  the 
necessary  handling  while  in  transit,  they  must  not 
receive  it,  unless  a  release  is  signed  by  the  shipper 
in  the  same  manner  as  for  household  goods. 

569.       DIRECTIONS      TO     AGENTS — LOADING       AND 
UNLOADING    FREIGHT. 

570.  Property  belonging  to  different  individuals 
must  not  be  mixed  in  loading.  Each  lot  must  be 
kept  separate.  If  goods  are  loaded  in  a  car  for 
more  than  one  station,  the  goods  to  be  unloaded 
first  must  be  put  into  the  car  last.  They  must 
keep  the  freight  for  each  station  together,  each  lot 
of  goods  being  kept  by  itself.  They  must  see  that 


230  Railway  Train  and 

goods  in  their  charge  are  carefully  handled,  and 
loaded  in  such  manner  that  no  damage  may  occur 
in  transit  by  leakage  of  liquids,  chafing  of  bales, 
etc. ;  casks  containing  oils  (other  than  coal),  turpen- 
tine, tar,  molasses,  or  liquors  must  be  loaded  on  the 
bilge,  and  carefully  blocked,  bung  up;  they  must 
be  placed  as  far  as  possible  from  freight  likely  to 
sustain  damage  by  any  leakage  that  may  occur  in 
transit. 

571.  Freight  must  be  checked  as  it  is  loaded  and 
unloaded. 

572.  They  must  use  great  care  in  loading   and 
handling  coal  oil ;  it  must  not  be  loaded  with  other 
freight  that  can  be  damaged   by    it.      So   far  as 
practicable,  it  should  be  loaded  in  stock  cars,   the 
casks  being  placed  on  the  head  and   well   secured . 

573.  Freight  for  way  points  must  not  be  loaded 
into    cars     containing  through     freight;     freight 
must  not  be  loaded  into  cars  containing   grain  in 
bulk,  nor  must  two  kinds  of  grain  be  loaded  in  the 
same  car,  unless  in  sacks  or  barrels;  nor  must  grain 
in   sacks  or  barrels  be  loaded   in   cars  with  bulk 
grain. 

574.  When  cars  are  chartered  by  shippers  care 
should  be  taken  to  see  that  that  they  are  not  over- 
loaded. 

575.  They  must  not,  under  any  circumstances, 
load  merchandise,  coffee,  sugars,  etc.,  into  cars  un- 
fit for  such   property — notably    in  cars   formerly 
used  in  transporting   kerosene  oil,  lime,  or  other 
penetrating  odors. 

576.  To  save  unnecessary  hauling  of  cars  and 


Station  Service.  231 

otherwise  economize  in  their  use,  agents  must 
never  send  a  car  with  a  small  lot  of  freight  when 
the  same  can  be  readily  and  quickly  loaded  after 
the  arrival  of  the  way  freight  train,  provided  there 
are  cars  in  such  trains-  into  which  the  property  in 
question  may  be  loaded. 

577.  Kerosene,  coal  oil,  naphtha,   benzole,  or 
substances  of  a  like  combustible  nature,  must  not 
be    loaded   nor   unloaded   through  freight   houses, 
except  in  the  day  time;  nor  must  lights  be  allowed 
near  such  packages. 

578.  They  must  see  that  the  cars  are  loaded 
and  unloaded  promptly ;  that  the  rules  for  the  col- 
lection of  demurrage  for  the  detention  of  cars  are 
rigidly  enforced ;  that  chartered  cars,  or  cars  load- 
ed with   grain  or  other  property,  are  not  danger- 
ously loaded,  permitting  none  to  leave  their  station 
in   such    condition,   and   finally   that    shippers    are 
charged  for  the  delay  of  cars  held  in  consequence 
of  being  overloaded  by  them. 

579.  Agents  are  required  to  exercise  especial 
care  in  securing  the  doors  and  windows  of  cars 
loaded  with  live  stock.* 

*  "Living  quadrupeds  lire  only  forwarded  from  and  to  certain  sta- 
tions. The  receiver  or  sender  has  to  watch  the  unloading'  or  loading' 
and  make  the  necessarv  arrangements  for  tying-.  Sick  quadrupeds  are 
excluded  from  forwarding,  also  such  as  may  contribute  to  spread  any 
contagious  disease,  according  to  the  regulations  of  the  board  of  health. 
A  railroad  company  is  not  obliged  to  forward  wild  beasts.  All  ship- 
ments of  other  living  quadrupeds  have  to  be  accompanied  by  some  re- 
liable persons,  who  must  take  their  stand  in  the  cattle  cars.  This  is  not 
necessary  with  smaller  animals  or  fowls,  if  shipped  in  well  ventilated 
cages  or  coops." — Regulations  Austrian  Roads,  1877. 

"On  the  arrival  of  horse-boxes  or  cattle-wagons  at  any  station,  they 
must  be  immediately  cleaned  out,  so  a*  to  prevent  damage  to  floors  by 
wet  straw,  dung,  etc.,  remaining  on  the  wood;  and  every  horse-box, 
wagon  and  other  vehicle  must  be  thoroughly  examined  ins'ide  and  out, 
so  as  to  ascertain  whether  they  are  in  a  fit  state  to  travel  without  Habit i  - 
ty  of  injury  to  the  horses,  cattle,  etc.  Should  the  horse-boxes  be  .-hurt 
of  head-collars,  the  circumstance  is  to  be  reported  immediately  to  the 
Superintendent." — Gt.  Nor.  Ry.,  England. 


232  Railway  J^rain  and 

580.       DIRECTIONS     TO    AGENTS CARE     MUST     BE 

EXERCISED     IN      LOADING     FREIGHT. 

581.  "The  proper  loading  of  goods  being  a 
matter  of  so  much  importance,  not  only  as  regards 
the  goods,  but  also  as  to  the  safety  of  the  line, 
clerks  in  charge  must  give  it  their  particular 
attention;  for  when  it  is  remembered  that,  by 
the  slightest  neglect  in  loading  and  securely 
fastening  the  load  of  any  one  wagon  in  the  goods 
trains,  which  are  continually  running  on  the  line, 
a  fearful  accident  may  occur,  it  is  impossible  to 
overrate  the  necessity  of  the  most  pointed  and  con- 
stant attention  being  given  by  clerks  in  charge, 
loaders,  and  others,  to  satisfy  themselves  before, 
any  train  is  permitted  to  start,  that  the  load  of 
every  wagon  is  secured  in  a  manner  sufficient  to 
sustain  the  oscillation  of  the  train,  and  the  neces- 
sary shunting  to  which  it  will  be  exposed.  The 
clerk  in  charge,  or  some  other  person  properly  ap- 
pointed by  him,  should  carefully  examine  the  loads 
of  the  wagons  of  the  goods  trains  stopping  at  his 
station.  After  every  care  and  vigilance  has  been 
exercised  in  loading,  it  will  be  impossible  always 
to  prevent  the  load  being  disturbed  in  a  long  tran- 
sit; and  it  is,  therefore,  essentially  incumbent  upon 
the  servants  of  all  companies  to  examine  with  par- 
ticular care  all  trains  arriving  from  foreign  lines 
immediately  on  their  entering  upon  their  respec- 
tive railways.  Should  the  load  appear  to  be  dis- 
turbed, the  wagon  must  not  be  allowed  to  proceed 
until  it  has  been  carefully  readjusted;  and  this  is 
more  especially  necessary  in  the  case  of  timber, 


Station  Service.  283 

cotton,   wool,   machinery,   or   other   articles   of   a 
lengthy  or  bulky  construction."* 

582.  DIRECTIONS  TO  AGENTS DELIVERY  OF 

FREIGHT. 

583.  After  the  delivery  of  goods  to  a  company 
to  be  forwarded,  they  become  the  property  of  the 
consignee,  and  neither  the  name  of  the    consignee 
nor  the  destination  of  the  property  must  afterwards 
be  changed,  except  under  his   instructions,   or   by 
due  process  of  law. 

584.  When  property  is  consigned  and  shipped 
to  the  care  of  a  second  party,  the  agent   must  de- 
liver the  same  to  the  party  in  whose  care  it  is  ship- 
ped, unless  the  party  to  whose  care  it  is  consigned 
countermands  the  order  in  writing.     When  prop- 
erty is  consigned  and  shipped  to  the  "order"  of  a 
certain  party,  with  instructions  to  "notify"  a  second 
party,  agents  must  notify  such  second  party  of  the 
arrival  of  property,  but  will  only   deliver   on   the 
written  order  of  the  party  to  whose  "order"  it  is 
consigned,  and  on  surrender  of  the  bill  of  lading, 
which  latter  must  be  carefully  filed  for  reference. 

585.  Care  must  be  exercised  to  see  that  freight 
is  properly  delivered;  except  as   provided   in   the 
above  rule,  the  consignee  is  the  owner  of  the  prop- 
erty so  far  as  the  commoircarrier  is  concerned,  and 
is  the  only  person  to  whom  the  carrier  can    safely 
deliver  it. 

586.  When  parties  to  whom  freight  is  consigned 
are   unknown   or  can  not  be  found,  the  forward- 

*  Reg-.  Clearing  House,  Eng. 
15 


234  Railway  7^rain  and 

ing  agent  must  be   requested  to  advise  consignors 
and  ascertain  their  wishes  regarding  its  disposal. 

587.  FREIGHT  FROM  AND  TO  STATIONS  AT  WHICH 
THERE  ARE  NO  AGENTS. 

588.  Freight  consigned  to  stations  where  there 
are  no  agents;   also  to  stations  where  there   are 
ticket,  but  not  freight  agents,  must  be  prepaid.  The 
forwarding  agent  will  way-bill  the  freight  to  the 
first  station  beyond  its  destination  where  there  is  an 
agent,  but  at  the  rates  current  to  actual  point  of 
destination,  noting,  in  ink,  on  the  back  of  way-bill, 
underneath  the  filing,  instructions  to  the  conductor 
to  put  off  the  freight  at  its  proper  destination,  and 
to  deliver  the  way-bill  to  the  agent  of  the  station 
to  which  it  is  directed.     This  agent,  at  the  end  of 
each  month,  will  make  an  abstract  of  such  way- 
bills and  forward  the  same,  together  with  the  orig- 
inal way-bills,  to  the  freight  auditor. 

589.  At  stations  where  there  are  no  agents,  or 
where  there  are  ticket,  but  not  freight  agents,  con- 
ductors will  receive  freight,   requiring  from  ship- 
pers  memoranda   containing    full  shipping  direc- 
tions, which  they  will  hand   to  freigtit  agent  of 
first  station  beyond  the  point  where  the    freight 
was  received.     Upon   receipt  of  such  memoranda, 
agent  will   make  way-bill  from  his  station,  but  at 
the  rates  current  from  actual  point  of  shipment  to 
destination  on  this  line,  noting  on  the  face  of  the 
way-bill  the  point  at  which  the  freight  was  loaded. 
Agents  will  take  such  way-bills  into  their  accounts 
same   as    if   the   freight   was  shipped   from    their 
station. 


Station  Service  235 

590.       DIRECTIONS    TO    AGENTS WAY-BILLING 

FREIGHT. 

591.  Freight  must  never  be  shipped  without  a 
wav-bill,  duly   numbered   and  dated,   and   entered 
upon  the  station  books. 

592.  The  way-bill  must  be  a  correct  copy,  in 
every  particular,  as  to  consignment,  route,  destina- 
tion, and  number  of  articles,  of  the  receipt  held  by 
shipper. 

593-  Agents  must  never  bill  freight  as  a  "  lot," 
but  must  enumerate  each  article. 

594.  When  shipping  perishable  property,  agents 
must  note  "  perishable  freight"  in  ink  on  the  out- 
side of  the  way-bill. 

595.  If  agents  receive  an  order  to  add  advanced 
charges  after  property   has  been  delivered  to  the 
owner,  and  are  unable  to  collect  such  charges,  they 
will  report   immediately   to  the  office  giving  the 
order,  but  will  not  alter  the  way-bill. 

596.  When  property   is  loaded  into  cars  of  a 
passing  train  at  way  stations,  agents  must  enter 
the  initial  and   car  number  on   the  way-bill,  and 
must    be   careful    to  make  a   like  notation  on  the 
freight-forwarded  book,  immediately  upon  the  de- 
parture of  the  train. 

597-       DIRECTIONS  TO    AGENTS  IN  REFERENCE    TO 
SEALING  CARS  CONTAINING^FRE  IGHT. 

598.  When  necessary  to  open  a  car  in  a 
through  train  for  the  purpose  of  receiving  or  dis- 
charging freight,  both  seals  must  be  cut  by  the 


236  Railway  Train  and 

agent,  but  the  car  must   afterwards  be  resealed  by 
him. 

599.  When  opening  a  car,  the  seal  on  each  side 
should  be  examined  to  see  if   they   are  alike;  any 
discrepancies  that  may  be  discovered  must  be  noted 
on  the  way-bill. 

600.  When  it  is  necessary  to  open  a  car  contain- 
ing way-freight,  the  seals  of  such  car  must  be   cut 
by  the  agent  opening  it,  but  it  must  be  resealed  by 
the  agent  at  the  last  station  where   freight  is   de- 
livered from  it  preceding  that  where   the  transfer 
of   conductors  takes  place. 

60 1.  They  must  remove  the  seals   from   both 
sides  of  cars  when  unloaded;  at  the    end    of   each 
month  the  old  seals    must   be   transmitted    to    the 
proper  officer. 

602.  They  must  specify,  in  their  daily    reports, 
the  number  of  each  car  received  without  a  seal  or 
having  the  seal  broken,  giving   place  of  shipment, 
destination  of  contents,  and  any  apparent  derange- 
ment thereof;  if  the  car  is  not  for  their  station  they 
must  reseal  it. 

603.  Box  freight  cars  containining  merchandise 
must   be  locked   and    sealed    when    loaded,    and 
agents  must  take  a  receipt  for  such  cars  from   con- 
ductors. 

604.  They  must  examine  the  doors  of  loaded 
cars  left  at  their  stations,  and  see   that   they    are 
sealed,  whether  the  cars  are  intended  for  their  sta- 
tion or  not. 

605.  They  must  receipt  to  the   conductor   for 
cars  left  at  their  stations,  noting  on  the  receipt  the 


Station  Service.  237 

number  of  those  cars,  if  any,  having  imperfect  or 
broken  seals.* 

606.       FREIGHT    AGENTS MISCELLANEOUS 

RULES. 

607.  The  classification  of  freight  provides   for 
the  great  bulk  of  the  articles  offered  for  transporta- 
tion.    Articles  not  enumerated  must  be  charged  in 
accordance  with  the  class  to  which  they  are  clearly 
analogous. 

608.  Very  heavy  articles,  also  articles  light    in 
weight  but  bulky  in  character,  when  not  otherwise 
provided  for,  will  be  charged  at  such  rates   as  the 
proper  officer  may  decide,  when  no  agreement   to 
the  contrary  is  made. 

609.  It  is  expected  that  the  agent  will  give    in- 
formation   as  to   different    routes    with  which    the 
road  connects,  when  enquiries  are  made  by  patrons 
of    the    line,   but    will    not   endeavor   to    influence 
shippers   in  favor   of   any  particular   route.     It  is 
their  duty  to   maintain  a   strictly  neutral   position, 
unless  otherwise  expressly  ordered. 

610.  Agents   must   not   allow  persons  wishing 
information  as  to  shipments  from  or  consignments 
to  their  station,  to  have  access  to  the  books.     Any 
information    referring   personally   to  the  applicant 
should    at   all  times    be    promptly   and  cheerfully 
given.f 

*  The  practice  of  sealing  cars,  as  described  in  the  foregoing-  rules,  is 
not,  it  is  proper  to  say,  in  general  use  upon  railways. 

t  "  Persons  not  regularly  in  the  service,  or  not  iibout  to  travel  by  the 
trains,  have  not  the  right  of  access  to  the  stations.  The  booking  offices 
must  be  kept  perfectly  private,  and  the  public  and  others  must  not  have 
access  behind  the  screen  or  counter,  at  any  station.  Persons  are  not  to 
be  admitted  to  the  station  or  offices,  to  learn  the  business,  without  the 
sanction  of  the  General  Manager." — Gt.  .\or,  Ry.,  Enff. 


238  Rail-way  Train  and 

611.  All  correspondence  must  be  carefully  pre- 
served. 

612.  Letters  and  statements  relative  to  the  com- 
pany's affairs  must  not  be  shown  to  shippers  or 
others,  or  made  known  to  any  one,  except  so  far 
as  may  be  necessary  for  the  guidance  and  instruc- 
tion of  the  company's  servants. 

613.  They    must   not   advance    charges    upon 
property,  unless  such  charges  are  incidental  to  its 
transportation. 

614.  They  must  take  receipts  for   charges  ad- 
vanced, and  must  carefully  file  and  preserve  the 
same  for  reference  when  required. 

615.  Cars  containing  gunpowder,  or  freight  of 
a  like  combustible  character,  should  be  conspicu- 
ously  labeled  with   the  name  of  the  article  with 
which  they  are  loaded. 

6 1 6.  They  must  see  that  the  doors  and  win- 
dows of  loaded  cars  are  kept  locked ;  the  end  doors 
of  cars   must   be   fastened  on    the    inside.     Grain 
doors  must  be  carefully  secured,  in  the  place  pro- 
vided, except  when  they  are  required  for  use  for 
grain  in  bulk. 

617.  When  a  car  is  left  irregularly  from  a  train 
at  any  station,  prior  to  its  reaching  its  destination, 
the  agent  at  such  station  must  advise  the  agent  at 
the  station  to  which  the  car  is  billed,  as  well  as  the 
proper  officer  of  the  division,  giving  the  number  of 
the  car,  the  number  of  the  train  leaving  it,  also  the 
reason  why  it  was  left. 

618.  They  must  see  that  conductors  certify  to 
the  correct  delivery  of  property  described  on  way- 


Station  Service.  239 

bills  for  freight  delivered  at  points  where  there  are 
no  agents. 

619.  When    cars    containing     merchandise     or 
other  property,  except   lumber,  become   disabled, 
the  contents  must  be  transferred,  unless  the  car  can 
be   repaired    so  as   to   go   forward   within    twelve 
hours;  cars  containing  lumber  may  be  detained  for 
repairs    a    reasonable    time.     Perishable    property 
must  go  forward  without  delay.* 

620.  When  a  conductor  fails  to  take  all  the  cars 
that  may  be  ready  to  go,  he  must  give  his  reasons 
therefor  to  the  agent.     In  the  event   such  reasons 
are   not  considered  satisfactory  by   the   agent,  he 
will  forthwith  report  the  facts  to  the  proper  officer, 
giving  the  name  of  the  conductor,  the  number  of 
the  engine  and  the  number  of  cars  in  the  train.f 

621.  A  detailed   report  must  be  made,  on  the 
last  day  of  each  month,  of  all  freight  remaining 
uncalled  for;  it  must  describe  the  property,  where 
from,  name  of  consignee,  condition  of  the  fi'eight, 
its  value,  and  the  amount  of  charges.^ 

622.       DIRECTIONS  TO  AGENTS    IN     RKKKKENCE  TO 
PUBS*. 

623.     They  must  not  allow   the  stock  of  wood 

*  "When  car.-,  are  left  at  any  way  station  in  consequence  of  being- 
out  of  repair,  it  shall  he  the  duty  of  the  agent  where  such  car  is  left  to 
send  word  immediately,  cither  by  telegraph  or  letter,  to  the  Superin- 
tendent of  car  shop,  or  to  the  nearest  local  cur  repairer,  stating  what  is 
necessary  to  repair  it.  If  the  car  can  not  be  repaired  promptly!  and  it 
is  found  to  contain  perishable  property,  the  agent  will  nave  the  freight 
transferred  immediately  and  sent  forward  to  its  destination." — 1863. 

t  "  Whenever  he  has  loaded  cars  to  send  which  any  freight  train  de- 
clines to  take,  if  in  his  opinion  such  train  be  not  fully  loaded,  lie  will 
report  the  case  to  the  Master  of  Transportation,  giving  the  name  of  the 
conductor,  engineman,  and  the  number  of  cars  in  the  train." — 1853. 

£  "  A  monthly  return  of  all  unclaimed  property  in  the  goods  or  parcels 
department  is  "to  be  sent  to  the  Superintendent  or  Goods  Manager  at 
King's  Cross." — Gt.  .Yor.  Ry.,  Enff. 


240  Railway  Train  and 

and  coal  to  run  short,  and  will  promptly  report 
any  failure  in  the  supply. 

624.  The  wood  intended  for  use  by   engines 
must  be  arranged  upon  the  platform  in  such  quan- 
tities (ranks)  as  may  be  required   for  use  by  en- 
gines. 

625.  They  must  keep  the  receptacles  for  coal 
filled,  ready  to   be  loaded   into  the  tenders  of  en- 
gines without  delay. 

626.  They  must  require  a  ticket  for  the  amount 
of  wood  or  coal  delivered  to  each  engine;  they 
must  examine  each  ticket  to  see  that  it  bears  the 
number  of  the  engine,  and  corresponds  with  the 
amount  furnished.     The  tickets  collected  must  be 
sent  to  the  official  directed  to  receive  them  at  the 
proper  time. 

627.  They  must  keep  a  record  book  of  wood 
and  coal  consumed  by  engines;  this  book  must  be 
transmitted    to    the   proper  official  with  the  fuel 
tickets;   when  examined  and  compared  with   the 
tickets  it  will  be  returned  to  the  agent. 

628.       DIRECTIONS  TO  AGENTS    IN    REFERENCE  TO 
SWITCHES. 

629.  They  will  have  charge  of  switchmen  at 
stations,  and  will  be  held  responsible  for  the  posi- 
tion of  switches;  they  must  keep  it  in  mind  that  a 
train  may  arrive  at  any  moment,  and  must  be  pre- 
pared accordingly.* 

*"They  [flagmen  and  switchmen]  must  be  provided  with  a  crowbar. 
shovel,  sledge,  spiking  mauls,  spikes,  red  and  white  lanterns,  and  with 
a  flag-staff  eight  feet  long,  and  have  a  white  flag  three  feet  square  at 
one  end  and  a  red  flag-  of  the  same  size  at  the  other  end." — 1854. 


Station  Service.  241 

630.  They  must  see  that  switchmen  properly 
signal  all  approaching  trains. 

631.  The  greatest  care  must  be  exercised  in  the 
cleaning,  trimming,  and  lighting  of  signal   lamps, 
and  agents  will  be  held  responsible  for  this   work 
being  efficiently  performed. 

632.  When  day  and  night  switchmen  are   em- 
ployed, they  must  not  be  allowed    to    leave   their 
posts    until    relieved   by  each  other,   and  the  one 
going    off  duty  must  inform  the   one  coming   on 
of   trains    that    are   due    but    that    have   not    ar- 
rived.* 

633.  Lamps  of  switches  must  be  kept  trimmed 
and  in  order,  and  must  never  be  allowed  to  go  out 
at  night. 

634.  Agents  must  see  that   switches    are   kept 
free  from  snow  and  other  obstructions.! 

635.  Switches  must  be  set  for  the   main    track, 
and    must   be   kept   locked,    except    while    being 
used. 

636.       DIRECTIONS   TO  A<JEXTS    IX     REFERENCE    TO 
TRAIXS    AXD    CARS. 

637.  All  vehicles  switched  off  at  stations  as 
empties,  must  be  carefully  searched.  The  win- 
dows of  all  empty  passenger  cars  must  be  closed 

•  "When  any  one  beat  or  post  is  covered  for  twenty-four  hours  by  a 
day  and  night  man,  who  relieve  each  other,  the  day  will  usually  com- 
prise thirteen  hours,  and  the  night  eleven  hours." — <Gt.  Wes.  Ry.,  Eng. 

t"  He  must  satisfy  himself  that  the  signalmen  at  or  attached  to  his 
station  perform  their  duties  in  a  proper  manner  by  night  as  well  as  by 
day,  and  in  order  to  maintain  a  proper  supervision  over  the  men  in  this 
res~pect,  it  will  be  necessary  for  him  frequently  to  visit  the  signal  boxes." 
— Ettff.  Standard. 


242  Rail-way  7  rain  and 

when   they   are   standing   on   sidings    at   the  sta- 
tions.* 

638.  They  are  responsible  for  cars  remaining  at 
their  stations;  they  must  see  that  the  brakes  upon 
such  cars   are   applied,   and    the  wheels   securely 
blocked  so  that  they  cannot  be  moved  by  unauthor- 
ized persons,  or  blown  by  the  wind,   so  as  in  any 
way  to  interfere  with  the  safety  of  trainsf 

639.  Agents  must  see  that  tracks  are  kept  clear 
and  unobstructed,  and  they  will  not  allow  any  train 
or  engine  to  approach  their  station  unless  they  can 
do  so  without  danger.     They  must   promptly    re- 
port  defective   frogs   or   switches   to   the    proper 
officer.J 

640.  They  are  required  to  report  accidents  oc- 
curring to  trains  at  or  near  their  stations;  all   dam- 
aged cars  or  goods  brought  to  or  left  at  their  sta- 

*  "  The  windows  of  all  empty  compartments  must  be  closed,  not  only 
while  the  carriages  are  standing  at  the  stations,  but  also  when  the 
trains  are  running,  immediately  upon  the  compartment  becoming  vacant. 
The  ventilators  must  be  kept  open." — Eng.  Standard. 

t "  The  station-master  must  see  that  all  fixed  scotch-blocks  at  his  sta- 
tion are  kept  across  the  rail:  that  all  safety-points  are  closed  against  the 
main  line,  when  it  is  not  necessary  that  they  should  be  open  for  the  pur- 
pose of  shunting,  and  that  all  vehicles  are  placed  within  such  scotch- 
blocks  or  safety- points.  Facing-points  not  worked  from  a  locking- 
frame  must,  in  all  cases,  be  securely  fastened  or  held  for  the  passage  of 
trains. 

"  The  station-master,  or  person  in  charge,  must  take  care  that,  while 
shunting  wagons  or  other  vehicles  at  stations  or  other  places  situate  on 
inclines,  in  addition  to  screwing  the  van  brakes  tightly  down,  a  suffi- 
cient number  of  wagon  brakes  are  pinned  down,  and  sprags  or  hand 
scotches  used  when  necessary,  to  prevent  the  possibility  of  the  train  or 
any  of  the  vehicles  running  down  the  incline.  At  such  stations  and 
other  places  a  supply  of  sprags  and  hand  scotches  must  be  kept  for  the 
purpose.  When  wagons  require  to  be  shunted  into  incline  sidings  the 
trucks  to  be  moved  at  one  shunt  must  be  limited  to  such  a  number  as  the 
engine  can  push  up  without  going  at  a  violent  or  excessive  speed." — 
Eng.  Standard. 

|"  They  will  know  personally,  at  least  ten  minutes  before  any  regular 
train  is  due,  and  before  leaving  their  stations  at  night,  that  the  switches 
upon  the  main  track  are  properly  secured  and  locked,  and  that  the  cars 
upon  their  side-tracks,  nearest  tne  switches,  have  their  brakes  set,  or 
tneir_wheels  well  blocked." — 1863. 


Station  Service.  243 

tions,  destined  elsewhere,  also,  the  amount  of  the 
damage,  and  how  caused. 

641.  "When  a  horse  is  used  on  the  railway,  a 
man  must,  in  all  cases,  have  hold  of  its  head, 
whether  the  horse  is  drawing  vehicles  or  other- 
wise."* 

642.       GENERAL   DIRECTIONS  TO  AGENTS. 

643.  In  the  absence  of  a  yard  master  the   duties 
of  that  official  are  performed  by  the  agent. 

644.  They  have  charge  of  the  accounts,   books 
papers,  buildings,  sidings,  grounds  and  property  of 
the   company,  and  of  the  property  intrusted   to    it 
in  the  transaction  of   business    at  their   respective 
stations,  and  will  be  held  responsible    for  the   safe 
keeping  and  proper  care  of  the  same,  also  for  the 
efficiency  of  employes  subordinate  to  them.f 

645.  They  must  keep  the  buildings  and  grounds 
connected  with  their  stations  clean  and    in    proper 
condition  for  the  accommodation  of  passengers  and 
the  reception  of  freight,  and  must    preserve  order 
and  system  in  and  about  their  stations.]; 

*  English  road. 

t  "  Every  station  master  or  person  in  charge  of  a  station  is  answer- 
able for  the  security  and  protection  of  the  office  and  buildings,  and  of 
the  company's  property  there.  He  is  also  responsible  for  the  faithful 
and  efficient  discharge  of  the  duties  devolving  upon  all  the  company's 
servants,  either  permanently  or  temporarily  employed  at  the  station,  or 
within  its  limits,  and  such  servants  are  subject  to  his  authority  and  di- 
rections in  the  working  of  the  line.  He  is  also  responsible  for  the  gen- 
eral working  of  the  station  being  carried  out  in  strict  accordance  with 
the  company's  regulations,  and  must,  as  far  as  practicable,  give  per- 
sonal attention  to  the  shunting  of  trains,  and  all  other  operations  which 
in  any  way  affect  the  safety  of  the  line.  He  must  always  appear  in 
uniform  when  on  duty,  if  uniform  be  supplied  to  him." — Eng.  Stand- 
ard. 

\  "  When  an  engine  or  train  of  cars  is  left  at  the  station  over  night, 
he  will  take  general  supervision  and  care  of  the  same." — 1853. 


244  Railway  Train  and 

646.  They  must  keep  their  accounts  and  make 
their  returns  in  such  manner  and  form,  and  at  such 
times  as  the  accounting  officer  may  direct. 

647.  They  must  keep   the   general    rules  and 
regulations  of  the  company  intended  for  the  infor- 
mation of  the  public,  governing  the  transportation 
of  freight  and  passengers,  posted  in  a   conspicuous 
place  in  their  depots.* 

648.  Agents  are  not  allowed  to  be  absent  with- 
out leave  from  the  proper  officer,  except  from   ill- 
ness, in  which  case  they  must  immediately   inform 
him  of  the  fact.     When  absent,   they   must   leave 
their  stations  in  charge  of   trustworthy    and  com- 
petent persons. 

649.  They  must  be  careful  that  the  company's 
stores  are  prudently  and  economically  used,   and 
that    there    is    no   waste    of    oil,  fuel,  stationary, 
etc.f 

650.  They  must  use  all  proper  means  to  secure 
traffic  for  the   road,  avoid  giving  offense,  and   act 
with  a  view  of  accommodating  the  public. 

651.  They  must  see  that  all   orders  of  which 
they  are  cognizant  are  promptly  executed. 

652.  They  must  promptly  report  to  the  proper 
officer  all  deviations  from  the  rules  and  regulations 
of  the  company,  or  anything  that  comes  under 

"  The  notices  connected  with  the  company  must  not  be  stuck  on  the 
walls  of  the  stations  or  offices,  but  are  to  be  put  on  boards  provided  for 
that  purpose;  and  all  notices,  last  month's  bills,  etc.,  must  be  carefully 
removea  when  they  cease  to  be  needed."  Gt.  Nor.  Ry.t  Enff. 

t  "The  purchase  of  miscellaneous  articles,  or  making  of  small  bills,  is 
strictly  prohibited,  except  in  cases  of  absolute  necessity.  Their  neces- 
sary wants  will  be  supplied  by  application  to  the  Secretary  of  the  Oper- 
ating- Department  or  Superintendent."  1853. 


Station  Service.  245 

their  observation  that  is  prejudicial  to  its  interests, 
or  that  may  interfere  with  the  safe  and  economical 
working  of  the  property.* 

*  "  They  must  report,  without  delay,  neglect  of  duty  on  the  part  of 
any  one  at,  or  passing,  their  stations  which  may  come  under  their  ob- 
servation."— 1854. 


CHAPTER  XIII. 

Telegraph  Operators — Telegraph  Repairers. 
653.      TELEGRAPH    OPERATORS. 

654.  Telegraph  operators  at  stations  will  ob- 
serve the  wishes  of  agents,  when  such  observance 
does  not  interfere  with  their  duties  as  operators. 

655.  They  are  required  to  be  on  duty  without 
intermission  during  business  hours,  and  must  not 
leave   their   offices   without   permission   from   the 
proper  official. 

656.  They  must  not  leave  their  post  until  re- 
lieved.    The  operator  going  off  duty  must  advise 
the  operator  coming  on  in  regard  to  unfinished 
business  and   the  position  and   character  of  trains 
upon  the  line. 

657.  Offices  will  be  in  charge  of  the  day  oper- 
ator. 

658.  Where  two  or  more  day  or  night  oper- 
ators are  employed,  they  must  not  all  be  absent  at 
their  meals  at  the  same  time. 

659.  Operators  at  way-stations  must  be  in  their 
offices    on  Sundays   twenty    minutes  before   each 
train  is  due,  and  remain  in  the  office  until  the  train 
is   reported   as  having  passed  the  next  telegraph 
station. 

660.  Operators    must   not   leave    their   offices 

246 


Station  Service.  247 

while  a  train  is  at  the  station  unless  the  business  of 
such  train  requires  it. 

66 1.  They  must  be  courteous  in  their  intercourse 
with  each  other  and  with  all  persons  transacting 
business  at  their  offices. 

662.  Night  operators  must  report  to  the  home 
office  every  half  hour  from  9  p.  M.  till  7:3°  A-  M- 

663.  At  one  minute  before  eight  o'clock  A.  M. 
each  day,  excepting  Sundays,  all  business  must  be 
suspended,  for  the  purpose  of  enabling  the  home 
office  to  report  the  exact  time,  and  operators  and 
others  on  the   line  must  forthwith  regulate  their 
time  pieces  to  correspond  with  such  report. 

664.  At   nine  o'clock  in  the  morning  of  each 
day  except  Sunday,  all  business  will  be  suspended, 
for  the  purpose  of  sending  car  reports  to  the  home 
office.     In   sending   these    reports,   care   must   be 
taken  to  punctuate  them  properly. 

665.  All  orders  and  instructions  must  be  care- 
fully preserved  and  filed  for  purposes  of  reference. 

666.  When  there   is  a  delay  of  more  than  fif- 
teen minutes  in  sending  a  message,  the  particulars 
of  the  delay  must  be   noted   on   the   back  of  such 
message. 

667.  When  practicable,  messages  received  for 
transmission   should   be   read   aloud  before   being 
sent,  either  by  or  in  the  presence  of  the  sender. 

668.  They  will    be    held   responsible    for   the 
prompt  delivery  of  messages  at  their  stations. 

669.  They  must  exert  themselves  to  obtain  an- 


248  Railway  Train  and 

swers  to  messages  promptly  when  answers  are  re- 
quired. 

670.  In  case  parties  to  whom  messages  are  ad- 
dressed can  not  be  found,  the  office   at  which  the 
message  originated  should  at  once  be  notified. 

671.  When  answers  are  required  to  messages 
and  are  not  forthcoming,  the  reason  should  be  ex- 
plained as  soon  as  practicable. 

672.  They  must  retain  copies  of   all  messages 
sent  and   received,  also  copies  of  reports  of  trains. 

673.  They  must  consider  telegraphic  messages 
as  confidential  in  their  nature,  and  they  must  not 
permit  them  to  be  read,  except  by  those  to  whom 
they  are  addressed,  nor  will  they  make  them  the 
subject  of  conversation  or  remark. 

674.  Passes    received    by    telegraph    must    be 
written  with  ink,  and  must  contain  the  name  of  the 
office  where  received,  the  date  and  time  of  receipt, 
and  the  signature  of  the  operator. 

675.  In  transmitting  messages,  the  circuit  must 
be  firmly  connected,  the  writing  must  be  plain  and 
legible,  and  care  must  be  exercised  to  punctuate  in 
accordance  with  the  communication  itself. 

676.  In  case  of  interruption  or  trouble  to  the 
jine,  operators  must  make  diligent  inquiry  as  to  its 
location.     The  facts    must  at  once  be  communi- 
cated  by  signal  or  otherwise   to    repairers  or  to 
trackmen,  diligent  efforts  being  made  by  the  oper- 
ators themselves  to  remedy  the  break. 

677.  Care  must  be  exercised  to  protect  instru- 


Station  Service.  249 

ments   from    being  injured    by  atmospheric    elec- 
tricity. 

678.  Instruments  must  not  be  taken  apart,  but 
must   be  carefully  preserved   in  good   order,  and 
none  must  be  kept  on  hand  that  are  not  in  use. 
Instruments  or  fixtures  not  in  use  or  in  a  damaged 
condition  must  be  returned  to  the  home  office. 

679.  The  telegraph  must  not  be  used  for  the 
transmission  of  communications  which  may  be  sent 
by  train  without  detriment  to  the  interests  of  the 
company. 

680.  They  must  promptly  report  the  departure 
of  each  train  to  the  proper  officer;  the  arrival  of 
trains  must  also  be  reported  at  terminal  stations. 

681.  Conductors  are  instructed  to  report  to  the 
proper  officer  when  they  ai'e  fifteen  minutes  late, 
except  in  those  cases  where  the  departure  of  all 
trains  is  promptly  reported  by  operators;  in   the 
event  they  neglect  to  do  this,  operators  must  in- 
quire as  to  the  cause  of  the  delay,  and  forthwith 
transmit  to  the  proper  officer  the  result  of  these 
inquiries,  also  the  name  of  the  conductor  and  the 
number  of  his  train.     If  the  delay  was  caused  by  a 
hot  journal,  the  number  of  the  car  or  engine  upon 
which  it  was  located  must  also  be  reported. 

682.  They  must  see  that  they  are  supplied  with 
proper  signals  for  stopping  trains,  and  will   have 
them  convenient  and  in  order  for  immediate  use 
when  occasion  requires.     They  must  see  that  their 
signal  lamps  are  properly  trimmed  and  filled  be- 
fore dark  each  day. 

16 


250  Railway  Train  and 

683.  They  will  observe  the    rear   of  all   trains 
passing  their  stations,  and  if  reel  signals  are  not  dis- 
played, they  will  at  once  report  the  omission  to  the 
proper  officer. 

684.  Particular  attention  must  be  given  to   the 
adjustment  of  relays  when  trains  are  behind    time, 
or  when  the  current  is  weak. 

685.  They  will  not  be  allowed  to  undertake  to 
teach  students  how  to  telegraph    without   permis- 
sion from  the  proper  officer. 

686.  Conversations   of   a   personal    nature   be- 
tween operators  must  not  be  allowed  to   interrupt 
business. 

687.  Improper  language   or   profanity   should 
not  be  indulged  in  on  the  line. 

688.  Quarreling  and  contention  amongst  opera- 
tors for  the  use  of  the  circuit  is  reprehensible  in  the 
extreme.     Should  the  current  be  interrupted  while 
an  operator  is  using  the  circuit,  he  should  stop  and 
ascertain  the  cause ;  should  the  interruption  be   oc- 
casioned by  another  operator  having   business   en- 
titled to  preference,  in  accordance  with  the    rules, 
he  will  give   way   to   such   operator;  but   in  the 
event  this  is  not  the  case,  will  signal  such  operator, 
"  Close  your  key;  you  are  breaking,"  closing   his 
own  key  immediately  thereafter.     If  the  signal    is 
not  at  once  complied  with,  the  operator  will  per- 
mit his  key  to  remain  closed  until  he   can   proceed 
without  interruption,  when  he  will  at  once    report 
the  case  to  the  proper  officer. 


Station  Service.  251 

689.  They   must  disconnect   their   instruments 
from  the  circuit  when  they  leave  their  offices. 

690.  Offices  at  which  there  are  night  operators 
must  be  kept   open   continuously.      Other   offices 
must  be  kept  open  from  7:30  A.  M.  to  8  p.  M. 

691.       TELEGRAPH    REPAIRERS. 

692.  Telegraph  repairers  must   pass  over   the 
road  frequently. 

693.  They  must  closely  observe  the   condition 
of  the  line,  making  a  careful  examination  of   the 
connections  with  the  varions  offices. 

694.  They  will     report    to   the  proper  officer 
each  morning  the  part  of  the    road  they  propose 
visiting  during  the  day. 

695.  When  traveling  upon  the  road,  they  must 
ride  in  the  rear  end  of  the  last  car,   so   that   their 
view  of  the  line  may  be  unobstructed. 

696.  They   must  keep  the  telegraph  poles  in 
proper  position,  the  wires  connected,  insulated  and 
clear  of  all  obstructions,  and  must  make    necessary 
repairs,  calling  upon  the  foremen  of  sections  when 
assistance  is  required. 

697.  As  they  proceed,  they   must    ascertain    at 
the   various    telegraph    stations    how    the  line    is 
working. 

698.  When  upon  duty,  they  must    carry   with 
them  the  tools  required  in  their  business,  such    as 
pulleys,  vises,  plyers  and  files,  hooks  or  cleats,   in- 
sulators, etc. 

699.  They   must  see  that  operators  and  section 


252  Railway  Train  and 

foremen   are   supplied  with  wire,  insulators,   and 
other  fixtures  required  in  making  repairs. 

700.  It  is   their  duty  to  instruct  operators  and 
foremen    of  sections  in  reference  to  splicing  wire 
and  making  other  repairs  necessary  from  time  to 
time. 

701.  In  case  of  a  break  or  obstruction  to  the 
line,  they  must  make  diligent  search  for  its  where- 
abouts, and,  having  ascertained  its  location,  pro- 
ceed at  once  to  make  the  necessary  repairs.     Hav- 
ing done  this,  they  will  report  to  the  proper  offi- 
cer the  location  of  the  difficulty  and  its  cause. 


CHAPTER  XIV. 

7O2.       GENERAL    INSTRUCTIONS    TO    EMPLOYES. 

703.  An    employe    can    not   become    entirely 
familiar  with  the  rules  and  regulations  governing 
his  duties  except  by  acquiring  knowledge  of  the 
duties  of  others.     This  knowledge  can  not  be  ac- 
quired without  an  attentive  perusal  of  the  various 
rules  and  regulations;  he  will  find  something  that 
interests  him  under  all  the  various  headings  and 
sub-headings;  it  is  impossible  to  accurately  classify 
under  different   headings  the  duties  of  the  various 
employes  without  endless  reiteration.  All  the  rules 
and  regulations  should  therefore  be  studied. 

704.  One  of  the  tests  of  an  employe's  fitness  is 
the  extent  and  accuracy  of  the  information  he  pos- 
sesses   in    reference    to   train  and  station  service; 
this  is  particturly  the  case  with  train  and   station 
officials.     Each  train  official  should  be  especially 
familiar  with   the  duties  of  the  various  servants  of 
the  company  connected  with  the  train  service,  so 
that  in  the  event  of  accident  he  may,   if  necessary, 
be  prepared  to  perform  their  functions.    The  same 
rule  holds  good   in  its  application  to  employes  at 
stations.     No   man  is  worthy  of   retention  in  the 
service,  much   less   of  promotion,  who  does   not 
strive  actively  to  acquire  knowledge   of  his  pro- 
fession. 

253 


254  Railway  Train  and 

705.  "  All  officers,  clerks,  and  persons  holding 
situations  of  trust  will  be  required  to  find  security 
for  their  faithful  service,  the  amount  and  conditions 
of  which  security  will  be  stated  upon    appoint 
ment."* 

706.  Employes  must  be  sober,  temperate  men;f 
they  must  not  accept  gratuities,  fees  or  perquisites;! 
they  must  devote  themselves  exclusively   to   the 
service  of  the    company,    attending  diligently  to 
their  duties  during    the    prescribed    hours  of  the 
day  or  night,  and  they  must  reside  wherever  the 
interests  of  the  company  require.§     All   property 
which  they   may  find  or  which   may  come  into 
their  possession  must  be  turned  over  to  the  author- 
ized officer  of  the  company  to  await  the  disposition 
of  the  owner.|| 

*  English  Standard. 

t  "Smoking  while  on  duly  is  forbidden,  and  the  use  of  intoxicating 
liquors  as  a  beverage  will  be  considered  just  cause  of  dismissal  from  the 
service  of  the  company." — A  Western  Road. 

"  The  proprietors  of  refreshment  rooms  are  forbidden  to  supply  spirits 
to  any  engmeman,  fireman,  guard,  or  other  servant  of  the  company 
while  on  duty." — Gl.  Nor.  Ry,,  Eng. 

"  No  instance  of  intoxication  on  duty  will  ever  be  overlooked." — 1854. 

t  "  No  person  is  allowed  to  receive  any  gratuity  from  the  public,  on 
pain  of  dismissal,  and  the  compensation  paid  will  cover  all  risks  in- 
curred, or  liability  to  accident  from  any  cause  on  the  road." — 1854. 

§  "  Each  ofticer'and  man  shall  devote  himself  to  the  company's  service, 
and  he  must  serve  when  and  wherever  he  is  required,  including  Sun- 
day if  necessary,  he  being  allowed  for  any  extra  work  at  his  usual  daily 
rate  of  compensation.  If  a  guard  or  other  servant  should  have  two  res- 
idences, he  must  make  them  both  known  at  each  station  from  whence 
he  works."  English  Road. 

i|  "All  property  which  maybe  found  on  the  line  or  premises  of  the 
company,  by  any  man  in  their  employ,  shall  be  immediately  handed  to 
his  superior  officer,  and  by  him  to  the  agent  at  Blank  street  station,  and 
entered  by  him  in  a  book  kept  for  that  purpose.  But  should  it  be  known 
that  the  property  found  had  fallen  from  any  particular  train,  it  should 
be  forwarded  by  the  next  train,  or  as  soon  thereafter  as  possible,  to  the 
station  to  which"  the  train  was  proceeding,  and  notice  thereof  sent  to  the 
office  at  Blank  street.  Any  man  known  to  keep  any  property  so  found 
will  be  severely  punished.  — 1854. 

"All  property  found  by  any  servant  of  the  company  on  any  part  of 
the  premises  must  be  immediately  taken  to  the  clerk  in  charge,  in  order 


Station  Service.  255 

707.  Employes    must    obey  promptly    instruc- 
tions received  from   persons  placed   in    authority 
over  them,  in  conformity  with  the  rules  and  regu- 
lations of  the  company. 

708.  Disobedience,   negligence,  incompetency, 
or  immorality  renders  a  person  unfit  for  retention 
in  the  service.} 

709.  Employes  will  not  be  permitted  to  absent 
themselves  from  their  duty  without  the  consent  of 
the  proper  officer.     Permission  to  be  absent    must 
be  asked  by  employes  through  intermediate  heads, 
when  such  employes  are  not  directly  responsible  to 
the  chief  officer  of   the  department,   or   the    next 
official  in   rank.* 

710.  All  orders  and  instructions  must  be  care- 
fully preserved  and  filed  for  future  reference, 

711.  Employes  are  required  to  exercise  a   wise 
discretion  and  economy  in  the  use  of  the  company's 
material  intrusted  to  their  care. 

712.  Any  neglect  of  the  storekeepers  to  furnish 

that  a  proper  entry  mav  !ic  made  of  the  article  in  case  of  inquiry. — Gt. 
Xor.  Rv.,  Eng.  ' 

t"  Persons  who  disapprove  of  the  regulations  adopted,  or  are  not 
disposed  to  aid  in  their  enforcement,  are  requested  not  to  remain  in  the 
employment  of  the  company." — iS?4. 

"  And  they  will  inquire  into  and  punish  instances  of  immoral  or  loose 
conduct  on  the  part  of  any  of  their  servants." — English  Road. 

*  "  Men  absenting  themselves  without  leave,  and  prevailing-  on  oth- 
ers to  supply  their  places,  will  subject  themselves  and  all  parties  con- 
cerned to  a  heavy  tine.  Any  man  absenting  himself  without  having  a 
proper  "  leave  of  absence  ticket,"  will  be  fined  $1.25,  as  though  he  were 
absent  without  leave.  In  case  of  extra  business,  of  sickness,  or  un- 
avoidable cause  of  absence  of  any  servants  (excepting  clerks),  the  clerk 
in  charge  is  immediately  to  provide  for  the  proper  performance  of  the 
duty  by  appointing:  some  temporary  substitutes,  but  he  is  responsible 
for  selecting  men  of  good  character,  sober,  honest,  and  intelligent,  and 
capable  of  undertaking  the  office.  With  a  view  to  such  temporary  ap- 
pointments, it  is  desirable  that  the  character  and  eligibility  of  some 
proper  persons  from  time  to  time  be  previously  ascertained.— Gt.  \or. 
Ry.,  Eng. 


256  Railway  Train  and 

employes  with  materials,  blanks,  books,  and  other 
supplies,  in  such  quantity  and  of  such  quality  as 
maybe  required  to  do  the  business  of  the  company 
in  an  expeditious  and  economical  manner,  must 
forthwith  be  reported  to  the  proper  officer. 

713.  Articles    required  for   use   by    employes 
such  as  lamps,  keys,  flags,   axes,  saws  and    ot  her 
classes  of  material,  will  not  be  allowed  without  the 
return  of  the  corresponding  articles  previously    in 
use.* 

714.  Employes  intrusted  with  keys  to  switches 
or  cars  are  required  to  receipt  for  them,  and  must 
not  let  them  go  out  of  their  possession. 

715.  Persons    leaving    the    company's    service 
must  deliver  up  any  property  belonging   to  it  in- 
strusted  to  their  care.     If  the  property  shall  have 
been   improperly    used   or  damaged,   a    sufficient 
amount  must  be  withheld  from  the  pay  of  the  per- 
son to  make  good  the  loss  suffered. \ 

716.  Employes  will  be  held  responsible  for  in- 
jury occasioned  to  persons  or  property    by   their 
negligence  or  misconduct,  also  for  all  moneys  that 
may  come  into  their  possession,  and  the    company 
reserves  the  right  to  reimburse  itself   for  any   ex- 
pense it  may  be  put  to  in  consequence  of  any  neg- 
ligence, misconduct  or  improper  action  upon  the 

*  "  Broken  lamps  must  be  sent  to  the  lamp  room,  Kings  Cross,  for 
repairs,  accompanied  by  the  proper  way-bill,  a  duplicate  at  the  same 
time  being  sent  to  the  Superintendent  of  the  line."  Gt.  Nor.  Ry., 
Enffland. 

t"  And  if  he  occupies  one  of  the  company's  houses,  he  shall  immedi- 
ately remove  his  furniture  from  it,  and  put  the  house  into  as  good  con- 
dition as  when  he  received  possession  or  it."--iS54. 


Station  Service.  257 

part  of  an  employe,  by  withholding  the  pay  of  the 
person  or  persons  in  fault.* 

717.  Persons  in  the  employ  of  the  company  are 
forbidden,  while  upon  duty,  from  entering  into 
altercation    with   other   persons,   no  matter  what 
provocation  may  have  been  given. 

718.  Employes  in  places  of  trust   must   report 
any  misconduct  or  negligence  affecting  the  interests 
or  safety  of  the  property  which  may  come  to  their 
knowledge. 

719.  Employes  are  not  allowed  to  use  the  credit 
of  the  company  withoufthe  written  authority  of  the 
proper  officer. 

720.  The  pay  of  employes   absent  from  duty 
will  be  stopped,  unless  otherwise  directed   by   the 
proper  officer.f 

721.  When  instructions  are  not  understood,  or 

*  "  In  the  event  of  any  misconduct  or  suspicion  of  irregularity  of  the 
servants,  it  is  competent  to  the  district  agents  or  clerks  in  charge  to 
suspend  them,  reporting  the  circumstances  immediately.  The  pay  of  all 
clerks,  guards,  policemen,  porters,  and  others,  will  be  stopped  from  the 
moment  of  their  being  suspended;  and  the  pay  will  not  be  allowed  ex- 
cept in  the  event  of  entire  acquittal  of  the  charge  for  which  the  man 
was  suspended.  The  company  reserve  the  right  to  deduct  from  pay  any 
fine  imposed  for  neglect  of  duty,  or  otherwise,  which  (in  the  event  of 
pecuniary  loss  to  the  company  not  being  entailed  thereby)  will  be  ap- 
propriated to  a  benevolent  fund."  Gt.  Nor.  Ry.,  Enff. 

f'Aclerk,  in  case  of  continued  absence  on  account  of  illness,  is  not 
entitled  to  pay  for  more  than  a  fortnight  during  such  absence,  except 
under  the  special  sanction  of  the  board,  to  whom  application  must  be 
made  through  the  Superintendent  of  the  line,  who  will  decide  whether 
the  case  be  one  he  can  properly  recommend  for  consideration;  but  as  a 
sick  fund  is  now  established  to  which  all  persons  in  the  service  are 
eligible,  and  which,  for  a  small  weekly  payment,  provides  medical  at- 
tendance for  the  contributors,  their  wives  and  families,  a  weekly  allow- 
ance in  sickness,  and  funeral  allowance  in  case  of  death,  clerks  are  rec- 
ommended to  subscribe  to  it,  and  thus  render  themselves,  in  a  much 
greater  degree,  independent  in  case  of  sickness  or  other  unavoidable 
calamity  befalling  themselves,  or  their  wives  or  families.  Every  guard, 
policeman,  and  porter,  is  required  to  become  a  member  of  the  sick  fund 
established  by  the  company,  and  to  pay  his  subscriptions  regularly  out 
of  the  wages  he  receives  bv  deduction  from  the  pay-bill,  or  otherwise." 
— Gt.  Nor.  Ry.,  Eng. 


258  Railway  Train  and 

when  the  course  to  be  pursued  admits  of  doubt, 
employes  must  so  act  as  not  to  compromise  the 
safety  of  the  property  or  endanger  the  lives  of 
passengers  or  others,  seating  of  the  proper  officer, 
on  the  first  opportunity,'  the  explanations  they 
require. 

722.  Employes  connected  with  the  train  or  sta- 
tion service  must  have  in  their  possession  a  copy  of 
the  schedule  and  the  rules  and  regulations  forming 
a  part  of  it. 


CHAPTER   XV. 

REGULATIONS      OF      THE     AUSTRIAN       RAILWAYS 
GOVERNING  THE  PASSENGER  SERVICE.* 

Railroad  employes  must  treat  the  public  in  a  polite 
modest,  and  business-like  manner,  and  must  be  obliging,  as 
far  as  the  service  will  allow.  They  must  render  all  the  ser- 
vices required  of  them  gratuitously  ;  it  is  prohibited  them 
to  accept  any  compensation  from  the  public ;  employes  are 
not  allowed  to  smoke  when  they  are  on  duty.  The  public 
must  conform  to  the  wishes  of  employes,  who  are  to  be  re- 
cognized by  a  uniform.  Differences  between  the  public 
and  employes  are  to  be  decided  by  the  station-manager,  or, 
on  the  road,  by  the  conductor.  Complaints  must  be  made 
to  the  officers,  either  verbally  or  in  writing,  or  must  be 
entered  in  a  book  which  can  be  found  for  this  purpose  at 
each  station.  The  managers  must  give  an  answer  at  an 
early  date,  to  all  complaints,  to  which  must  be  added  the 
names  and  residences  of  complainants.  Complaints  in  ref- 
erence to  an  employe  must  specify  the  name,  number,  or 
uniform  of  the  latter.  The  public  are  to  have  admittance 
only  to  such  parts  of  the  depot  and  railway  grounds  as  are 
always  kept  open,  or  are  open  temporarily  for  the  con- 
venience of  the  public.  Walking  on  the  tracks  or  roadway 
is  not  allowed,  except  to  those  who  possess  the  right  in  ac- 
cordance with  the  regulations  of  the  railway  police.  For- 
warding of  passengers,  quadrupeds,  etc.,  can  be  refused  if 
uncontrollable,  or  circumstances  should  arise,  or  superior 
power  interfere,  or  if  the  regular  means  for  forwarding 

*  Laws  regulating;  the  management  of  railroads  in  the  Kingdom  and 
provinces  represented  in  the  Council  of  the  Empire  and  by-laws  given 
the  3£th  of  July,  iSfj.  Translate, 1  by  M.  Blanque.  The  regulations  of 
the  German  roads  are,  in  many  respects,  the  same  as  those  of  Austria. 

259 


260  Railway  Train  and 

should  be  insufficient.  Payments  must  be  made  in  current 
gold  and  silver  coin,  excepting  fractional  currency,  in  ac- 
cordance with  the  rates  published  by  the  railroad  manage- 
ment. The  forwarding  of  passengers  is  regulated  by  the 
time-table  hanging  on  the  wall  at  all  stations.  The  time- 
table also  states  what  classes  of  cars  the  respective  trains 
haul.  The  running  of  special  trains  is  left  to  the  consider- 
ation of  the  management.  The  station  clock  regulates 
the  time  for  starting  trains.  The  prices  of  tickets  are  given 
in  a  tariff  posted  up  in  a  conspicuous  place  at  each  station. 
Tickets  secure  seats  in  the  respective  classes  as  far 
as  there  are  such  seats.  If  a  passenger  can  not  obtain  such 
a  seat  as  the  ticket  issued  to  him  entitles  him  to  occupy, 
and  if  there  is  no  vacant  room  in  a  higher  class,  he  is  at 
liberty  to  exchange  his  ticket  for  one  in  a  car  of  a  lower 
class,  the  difference  in  price  being  refunded  to  him,  or  he 
has  the  right  to  ask  for  the  return  of  his  money,  thus  re- 
nouncing the  obligation  of  being  forwarded.  Those  pas- 
sengers who  are  in  possession  of  through  tickets  must  be 
disposed  of  first.  Each  ticket  sold  must  show  the  names  of 
the  stations  between  which  it  is  good,  also  the  price  of  the 
class  which  the  passenger  intends  to  travel  in  ;*  finally,  the 
time  or  the  train  for  which  the  ticket  is  good.  The  time  or 
train  for  which  a  ticket  has  been  issued  must  be  stamped 
upon  it,  so  that  the  purchaser  can  see  at  a  glance  whether 
it  answers  the  purpose  or  not.  The  passenger  has  the  right 
to  stop  at  an  intermediate  station  and  take  another  train  of 
corresponding  grade  on  the  same  or  following  day  ;  but  in 
such  case,  after  alighting  from  the  train,  he  must  present 
the  ticket  to  the  station-manager  to  have  its  validity  ex- 
tended. The  time  granted  on  trip  or  return  tickets,  can  not 

*  "  Private  servants  (male  and  female)  accompanying-  gentleman's 
carriages  by  ordinary  trains,  are  allowed  to  travel  in  or  upon  such  car- 
riages with  second-class  tickets;  if  by  the  third-class  train,  with  third- 
class  tickets;  but  this  privilege  does  not  extend  to  any  other  than  ser- 
vants. Servants  when  accompanying  their  masters  traveling  by  express 
trains,  are  charged  second-class  express  fares;  but  this  can  only  be  the 
case  if  such  servants  are  properly  identified  by  their  masters  or  mis- 
tresses who  may  be  traveling  with  them." — Great  Northern  Rail-way 
of  England. 


Station  Service.  261 

be  extended.*  Prices  are  reduced  and  tickets  issued  for 
children  under  ten  years,  and  should  there  be  any  doubt 
about  their  age,  the  decision  of  the  revising  officer  is  final. 
No  fare  will  be  paid  for  small  children  carried  in  arms,  or 
who  occupy  no  extra  room.  The  exchange  of  tickets  of  a 
lower  for  a  higher  class  will  not  be  allowed  within  ten 
minutes  of  the  starting  time  of  trains,  and  will  not  be 
allowed  in  any  event  unless  there  are  unoccupied  seats  in 
class  desired.  When  tickets  are  exchanged  the  difference 
in  price  must  be  paid.  At  intermediate  stations  such  ex- 
change will  not  be  allowed  except  when  an  additional  ticket 
is  purchased  to  the  place  of  destination,  the  value  of  which 
added  to  the  value  of  the  ticket  first  purchased  equals  the 
price  of  the  higher  classed  seat  desired.  Particular  seats 
can  not  be  sold  or  reserved  in  advance.  Employes  have 
the  right,  and  on  demand  of  passengers  are  obliged  to  point 
out  seats  to  the  latter.  Ladies  traveling  alone  must  be 
seated  in  separate  ladies'"  coupe  when  they  desire  it.  A 
separate  ladies' coupe  must  be  provided  in  all  trains  for  pas- 
sengers of  the  second  and  third  class.  This  distinction  will 
be  modified  as  necessity  requires  when  cars  are  constructed 
after  the  American  system.  At  all  stations  the  waiting- 
rooms  must  be  opened  at  least  one  hour  before  the  train 
leaves.  On  entering  the  waiting-room,  the  passenger,  if  de- 
sired, must  exhibit  his  ticket,  also  on  entering  the  car. 
During  the  journey  passengers  must  retain  their  tickets  un- 
til the  same  are  collected.  Any  passenger  who  shall  not  be 
in  possession  of  a  valid  ticket  must  pay  a  fine  double  the 
amount  of  the  fare  for  the  distance  traveled,  and  any 
passenger  who,  when  going  on  board  of  a  train,  tells 

*  "A  return  ticket  is  granted  solely  for  the  purpose  of  enabling-  the 
person  for  whom  the  same  is  issued  to  travel  therewith  to  and  from  the 
stations  marked  thereon,  and  is  not  transferable.  Any  person  who 
sells,  or  attempts  to  sell,  or  parts,  or  attempts  t»  part,  with  the  possession 
of  the  return  half  of  any  return  ticket  in  order  to  enable  any  other  per- 
son to  travel  therewith,  is  hereby  subjected  to  :i  penalty  not  exceeding- 
forty  shilling's,  and  any  person  purchasing:  such  half  of  a  return  ticket, 
or  traveling  or  attempting  to  travel  therewith,  shall  be  liable  to  pay  the 
fare  which  he  would  have  been  liable  to  pay  for  the  single  journey!  and 
shall,  in  addition  thereto,  be  subjected  to  a  penalty  not  exceeding  forty 
shillings." — Eng  Standard. 


262  Rail-way   Train  and 

the  conductor  thereof  that  he  (the  passenger)  was  too 
late  to  buy  a  ticket,  and  is  allowed  to  stay  on  board  of 
such  train,  must  pay,  in  addition  to  the  fare,  150  kreutzer.* 
If  the  passenger  refuses  to  pay  such  fine  he  can  be  put  off 
the  train.  The  sign  to  enter  the  cars  is  given  by  two 
strokes  of  the  bell.  No  one  is  allowed  to  get  on  board  the 
train  after  the  sign  to  start  has  been  given  by  the  whistle 
of  the  locomotive,  and  any  effort  to  do  so  is  punishable. 
A  passenger  who  misses  the  train  in  the  manner  described 
has  no  claim  for  the  refunding  of  his  fare  or  for  indemnifi- 
cation of  anv  kind.  But  he  has  the  right  to  use  the  ticket 
in  his  possession  on  the  next  day  upon  a  train  of  the  same 
class,  but  the  ticket  must  be  extended  by  the  station-keeper. 
This  extension  can  not  be  applied  on  return  or  round-trip 
tickets.  On  arrival  at  a  station,  the  name  of  same  and 
length  of  sojourn,  and  any  changing  of  cars  must  be  called. 
After  the  train  has  stopped,  the  doors  of  the  cars  which 
have  this  station  as  the  point  of  destination  will  be 
opened.  The  doors  of  other  cars  will  only  be  opened 
if  desired.  Any  one  leaving  his  seat  without  first 
securing  its  retention,  must  take  another  one,  in  the 
event  it  is  occupied  during  his  absence.  If  a  train 
is  stopped  outside  of  a  station  on  account  of  some 
obstacle,  no  one  will  be  allowed  to  leave  the  cars  without 
the  conductor's  consent.  Passengers  must  not  stand  upon 
the  track,  and  must  resume  their  seats  upon  the  first  signal 
of  the  whistle.  The  signal  to  start  is  three  blasts  of  the 
whistle ;  any  one  not  on  board  when  the  signal  to  start  is 
given  will  be  excluded.  While  the  train  is  moving,  no  one 
is  allowed  to  look  out  of  the  cars,  lean  against  the  doors,  or 
step  on  the  seats.  If  objection  is  made  by  one  passenger 

*  "The  guard  must  not  allow  any  passenger  or  parcel  to  be  convey- 
ed by  the  train  unless  properly  booked;  and  if  he  has  reason  to  suppose 
that  any  passenger  is  without  a  ticket,  or  is  not  in  the  proper  carriage, 
he  must  request  the  passenger  to  show  his  ticket,  reporting  to  the  sta- 
tion-master or  person  in  charge,  any  irregularity  he  may  detect.  When 
a  passenger  is  desirous  of  changing  from  an  inferior  to  a  superior  class 
of  carriage,  the  guard  must  have  this  arranged  by  the  station-master  or 
person  in  charge." — Eiig.  Standard. 


Station  Service.  63 

only,  the  windows  on  the  windward  side  can  be  closed. 
Only  employes  have  the  right  to  open  the  doors  for  enter- 
ing and  leaving  the  cars ;  no  stepping  off  the  cars  is  per- 
mitted until  the  train  has  come  to  a  full  stop.  Every 
passenger  must  keep  at  a  distance  from  the  rails  and 
machines,  and  must  leave  the  depot  in  the  direction  pre- 
scribed. Anv  damage  done  to  the  cars,  by  the  passengers, 
must  be  paid  for  according  to  the  indemnification  tariff, 
and  employes  are  empowered  to  make  collections  at 
the  time  in  accordance  with  such  tariff.*  Claims  can  not 
be  made  on  account  of  delayed  trains.  The  abandonment 
or  interruption  of  a  train  during  a  voyage,  only  justifies  a 
claim  for  the  amount  of  the  fare  for  the  distance  not 
traveled  by  the  passenger.  If  connection  with  another  train 
should  have  been  missed  and  superior  power  has  not  been 
the  cause,  the  passenger,  if  he  takes  the  next  return  train  to 
his  starting  point,  is  entitled  to  have  the  amount  of  both  fares 
refunded  to  him  on  proof  of  his  claim.  Such  passenger, 
however,  to  secure  his  claim,  is  obliged,  on  arrival  of  the  be- 
lated train,  to  report  to  the  station-keeper  and  present  his 
ticket.  The  latter  must  confirm  the  delay  and  the  station- 
keeper  of  the  starting  point  has  also  to  certify  to  the  time 
of  the  passenger's  return.  In  case  interruption  to  a  voyage 
is  occasioned  by  the  elements,  or  obstacles  have  damaged 
the  railway,  arrangements  must  be  made  to  forward 
passengers  in  the  best  manner  possible.  Irregularities 
must  be  made  known  to  the  public  by  visible  placards 
posted  at  the  different  stations.  Dogs  and  other  quadru- 
peds are  not  allowed  in  the  cars;  lap-dogs  are  excepted 
from  this  rule  in  those  cases  where  no  objections  are  made 
by  passengers.  Smoking  is  allowed  in  all  classes  of  cars, 

*  "  Any  person  who  willfully  cuts  or  tears  any  lining  or  window 
strap,  or  curtain,  removes  or  defaces  any  number  plates,  or  breaks  or 
scratches  any  window  of  a  carriage  used  on  the  railway,  or  who  other- 
wise, except  by  unavoidable  accident,  damages,  defaces,  or  injures  any 
such  carriage,  or  any  station  or  other  property  of  the  company,  is  here- 
by subjected  to  a  penalty  not  exceeding  five  pounds,  in  addition  to  the 
amount  of  any  damage  for  which  he  may  be  liable." — G.  W.  RV-,  E"g  - 
land. 


264  Railway   Train  and 

but  in  the  event  there  is  no  smoking  coupe  of  the  first 
class  in  the  train,  smoking  will  not  be  allowed  in  coupes  of 
the  first  class  when  passengers  object.  Every  passenger 
train  must  contain  second-class,  and,  if  possible,  third-class 
coupes  in  which  smoking  is  prohibited.  Tobacco  pipes 
must  be  sufficiently  covered.  Baggage  containing  com- 
bustible articles,  liquids  or  other  articles  which  might  do 
injury,  especially  charged  guns,  gunpowder,  easily  inflam- 
mable preparations  and  things  of  such  nature,  are  not 
allowed  in  the  passenger  cars.  Employes  are  empowered 
to  examine  such  articles  closely.  Any  one  disregarding 
this  rule  is  responsible  for  any  injury  caused,  and  is  also 
subject  to  a  fine  according  to  the  regulations  of  the  railway 
police.  Huntsmen  must  have  a  special  permit.  Trans- 
gressions of  the  rules  prescribed,  acting  in  opposition  to 
employes'  wishes,  indecent  behavior  or  drunkenness,  will 
lead  to  the  exclusion  of  the  person  or  persons  in  fault 
from  the  cars,  and  in  such  cases  fare  will  not  be  refunded. 
Drunken  persons  will  not  be  allowed  admittance  to  the 
waiting  rooms  or  cars,  and  must  be  ejected  when  they 
gain  access  thereto.*  If  ejected  during  the  voyage,  as 
provided  by  this  rule,  or  after  having  surrendered  baggage 
to  the  company  for  forwarding,  the  person  or  persons 
ejected  are  only  entitled  to  have  their  baggage  delivered  at 
the  station  to  which  it  was  originally  directed. 

*  "Any  person  found  in  a  carriage,  or  elsewhere  upon  the  compa- 
ny's premises,  in  a  state  of  intoxication,  or  using  obscene  or  abusive 
language,  or  writing  obscene  or  offensive  words  on  any  part  of  the 
company's  stations  or  carriages,  or  committing  any  nuisance,  or  other- 
wise wilfully  interfering  with  the  comfort  of  other  passengers  is  here- 
by sxibjected  to  a  penalty  not  exceeding  forty  shillings,  and  shall  im- 
mediately, or,  if  a  passenger,  at  the  first  opportunity,  be  removed  from 
the  company's  premises." — G.  W.  Ry.,  Eng. 


CHAPTER  XVI. 

The  Rules  and  Regulations  of  the  Great  English  Roads — General  Reg- 
ulations— Conditions  under  which  Persons  are  admitted  to  the 
Service — Security — Privileges — Compensation,  etc. — The  Uniforms 
required  and  the  Regulations  incident  thereto — General  Regula- 
tions for  Working  the  Absolute  Block  System  on  a  Double  Track 
Road. 

Every  person  employed  by  the  company  must  devote 
himself  exclusively  to  their  service,  residing  at  what- 
ever place  may  be  appointed,  attending  at  such  hours 
as  may  be  required,  paying  prompt  obedience  to  all  persons 
placed  in  authority  over  him,  and  conforming  to  all  the 
rules  and  regulations  of  the  company. 

Although  the  rules  and  regulations  given  under  different 
heads  are  made  specially  for  the  observance  of  the 
servants  employed  in  doing  the  work  required  by  such 
rules  and  regulations,  yet  every  such  person  must  make 
himself  thoroughly  acquainted  with  them,  and  will  be  held 
responsible  for  a  knowledge  of,  and  a  compliance  with,  the 
whole  of  them. 

Every  servant  is  required  to  assist  in  carrying  out  the 
rules  and  regulations,  and  must  immediately  report  to 
his  superior  officer  any  infringement  thereof,  or  any 
occurrence  affecting  the  safe  and  proper  working  of  the 
traffic  which  may  come  under  his  notice. 

The  address  of  each  person  employed  in  the  work- 
ing of  the  railway  must  be  registered  at  the  station  to 
which  he  is  attached,  or  at  which  he  is  paid,  and  must  be 
posted  in  the  station-master's  office,  so  that,  if  required  in 
cases  of  emergency,  the  men  may  be  readily  found.  Any 
change  of  address  must  be  notified  to  the  station-master,  in 
order  that  the  record  may  be  kept  perfect. 

17  265 


266  Railway  Train  and 

No  servant  is  allowed,  under  any  circumstances,  to 
absent  himself  from  duty,  or  alter  his  appointed  hours  of 
attendance,  or  exchange  duty  with  any  other  servant, 
without  the  special  permission  of  his  superior  officer.  In 
case  of  illness,  he  must  immediately  report  the  circumstance 
to  his  superior  officer. 

Every  person  receiving  uniform  is  to  appear  in  it,  when 
on  duty,  clean  and  neat,  with  the  number  and  badge 
perfect,  and  if  any  article  provided  by  the  company  shall  be 
damaged  by  improper  use,  he  will  be  required  to  make  it 
good.  No  servant  is  allowed  to  convert  to  his  own  use  any 
article,  the  property  of  the  company,  and,  if  guilty  of  such 
misconduct,  he  will  be  severely  punished.  The  conduct  of 
all  servants  must  be  prompt,  civil  and  obliging.  They 
must  at  all  times  afford  every  proper  facility  for  the  busi- 
ness to  be  performed,  be  careful  to  give  correct  information, 
and,  when  asked,  give  their  names  without  hesitation. 

All  officers,  clerks,  and  persons  holding  situations  of 
trust,  will  be  required  to  find  security  for  their  faithful 
services,  the  amount  and  conditions  of  which  security  will 
be  stated  upon  appointment. 

No  officer  or  servant  of  the  company  is  allowed  to 
travel  on  the  railway,  unless  provided  with  a  proper 
ticket,  or  free  pass;  nor  is  he  allowed  to  ride  on  the 
engine,  or  in  the  brake  van,  or  in  any  vehicle  in  which 
luggage  or  parcels  are  conveyed,  unless  in  the  execution  of 
his  duty,  without  written  permission  from  the  properly 
authorized  officer  of  the  company. 

No  guard,  engine-driver,  fireman,  signalman,  police- 
man, porter,  or  other  servant  of  the  company,  while  on 
duty,  is  allowed  to  enter  a  station  refreshment-room, 
except  by  permission  of  the  station-master,  or  person  in 
charge  of  the  station. 

No  money  or  gratuity  in  the  shape  of  fee,  reward,  or 
remuneration,  is  allowed  to  be  taken  from  passengers^ 
or  other  persons,  by  any  servant  of  the  company,  under 


Station  Service.  267 

any  pretense  whatever,  even  although  the  regular  hours  of 
duty  shall  have  expired. 

No  servant  of  the  company  is  allowed  to  trade,  either 
directly  or  indirectly,  for  himself  or  others.  The  com- 
pany reserve  the  right  to  punish  any  servant,  by  im- 
mediate dismissal,  fine,  or  suspension  from  duty,  for 
intoxication,  disobedience  of  orders,  negligence,  miscon- 
duct, or  absence  from  duty  without  leave,  and  to  deduct 
from  the  pay  of  their  servants  and  retain  the  sums  which 
may  be  imposed  as  fines,  and  also  their  wages  during  the 
time  of  their  suspension,  or  absence  from  dutv  from  anv 
cause. 

No  servant  is  allowed  to  quit  the  company's  service 
without  giving  the  month's  notice  required  by  the  terms 
of  his  engagement. 

When  a  man  leaves  the  service,  he  nvust  immediately 
deliver  up  his  uniform  and  all  other  articles  belonging 
to  the  company,  and  no  money  due  for  wages  to  any  man 
leaving  the  service  will  be  paid  until  his  clothing,  book  of 
rules,  lamps,  flags,  tools,  detonators,  and  all  other  articles, 
the  property  of  the  company,  which  may  have  been 
supplied  to  him  shall  have  been  delivered  up  in  accordance 
with  the  company's  regulations,  If  not  delivered  up,  or 
if  any  article  be  missing,  or  be  damaged  by  improper  use, 
the  cost  of  such  articles  or  of  the  repair  of  such  damage, 
shall  be  a  debt  due  from  the  man  to  the  company,  and  may 
be  deducted  from  any  pay  then  due,  or,  if  such  pay  be  found 
insufficient  to  meet  the  claim  it  will  become  a  debt  recover- 
able at  law. 

All  testimonials  and  letters  of  recommendation  will, 
if  required,  be  returned  by  the  company  at  the  time 
the  person  whom  they  concern  leaves  the  service ;  except 
such  as  are  addressed  to  the  company  or  their  officers. 

All  servants  must  exercise  proper  care  in  getting  be- 
tween vehicles  for  the  purpose  of  coupling  or  uncoupling 
them. 


268  Rail-way  Train  and 

No  trespassing  upon  the  railway  must  be  allowed,  and 
no  person  must  be  permitted  to  walk  on  the  line,  unless 
provided  with  written  or  printed  permission  to  do  so,  signed 
by  a  properly  authorized  officer  of  the  company.  In  the 
event  of  any  person  trespassing,  and  refusing  to  quit  when 
requested  to  do  so,  the  name  and  address  of  such  person 
must  be  obtained,  and  the  circumstances  reported  to  the 
nearest  station-master. 

Special  trains  or  engines  have  frequently  to  be  run 
without  previous  notice  of  any  kind,  it  is  therefore  neces- 
sary for  the  staff  along  the  line  to  be  at  all  times  prepared 
for  extra  trains  or  engines. 

The  safety  of  the  public  must,  vinder  all  circumstances, 
be  the  chief  care  of  the  servants  of  the  company. 

Wherever  the  term  "Main  Line"  is  used,  it  means  the 
running  line  of  any  railway,  or  branch.  Whenever  the 
word  "Train"  is  used,  it  must  be  understood  to  include 
"Light  Engine,"  i.  e.,  engine  without  a  train. 

Wherever  the  words  "  Goods  Train  "  are  used,  they 
must  be  understood  to  include  "Goods,  Mineral,  Cattle,  and 
Ballast  Trains." 

CONDITIONS         UNDER       WHICH         PERSONS         ARE 

ADMITTED       TO        THE       SERVICE SECURITY — 

PRIVILEGES COMPENSATION ETC*. 

A  candidate  as  an  experienced  clerk  must  possess  rail- 
way experience,  or  experience  in  other  traffic  equivalent 
thereto. 

The  salary,  not  exceeding  $400^  per  annum,  is  fixed 
on  appointment. 

A  candidate  as  a  junior  clerk  must  have  attained  eighteen 
and  must  not  exceed  twenty-three  years  of  age. 

*     Gt.  Nor.  Ry.,  England. 

t  I  have  taken  the  liberty  here,  as  I  have  elsewhere  herein,  when  I 
thought  proper,  of  reducing- "the  foreign  currency  to  the  American  stand- 
ard. The  rates  inserted  are  not  arbitrary,  but  change  from  time 
to  time  according  to  places  and  circumstances.— M.  M.  K. 


Station  Service.  269 

The  salary  on  appointment  and 

For  the  ist  year,  is  $5  25  per  week. 

2d  -5  50 

"       3d  -  5  75        " 

4th  -        6  oo 

"        c;th          "  and  until  promoted,  -  6  25        " 

If  employed  in  London,  but  during  such  employment  only, 
$1.00  a  week  is  allowed  in  addition  to  the  salary. 

A  junior  clerk  is  eligible  for  promotion  only  on  a 
vacancy  occurring,  and  upon  the  head  of  the  department  in 
which  he  has  been  employed,  and  the  General  Manager, 
recommending  him  as  qualified  to  fill  the  same. 

A  candidate  as  a  lad  clerk  must  have  attained  fifteen 
and  must  not  exceed  eighteen  years  of  age. 

The  salary  on  appointment  and 

For  the  ist  year  is,  $2  50  per  week. 

"        2d  '      "        -  2  75 

3d  3  25 

"        4th         "        and  until  promoted,       -        4  oo        " 

A  lad  clerk  is  ineligible  for  promotion  to  be  a  junior 
clerk  until  he  is  eighteen  years  of  age,  and  then  only 
upon  a  vacancy  occurring,  and  upon  the  head  of  the  de- 
partment in  which  he  has  been  employed,  and  the  General 
Manager,  recommending  him  as  qualified  to  fill  the  same. 

All  clerks,  without  reference  to  their  standing  in  the 
service,  are  allowed  $1.00  a  week  in  addition  to  their 
pay,  when  employed  wholly  on  night  duty. 

Written  application  at  the  end  of  each  year  of  ser- 
vice must  be  made  to  the  directors  through  the  medium  of 
the  Superintendent  of  the  line,  or  chief  of  the  department 
in  which  the  clerk  is  engaged,  for  the  authorized  increase  of 
salary,  and  failing  such  application  at  the  proper  time,  in- 
creased pay  will  be  allowed  only  from  the  date  at  which  it 
is  eventually  made.  This  rule  applies  also  to  the  police  and 
porters. 

A  candidate  as  a  clerk  will  undergo  a  strict  exam- 
ination as  to  his  qualifications,  in  proportion  to  his  age;  he 
will  be  required  to  show  a  good  handwriting,  suited  for 
accounts  and  correspondence,  and  that  he  has  a  competent 


270  Railway  Train  and 

knowledge  of  mercantile  arithmetic;  and  he  must  be  in  a 
good  state  of  health. 

The  candidate  must,  on  attending  at  the  Secretary's 
office  to  be  examined,  produce  testimonials  of  character : 

In  the  case  of  an  experienced  clerk,  and  of  a  junior 
clerk  who  has  been  before  employed,  first,  from  his  last 
employer ;  second,  one  from  each  of  two  householders  of 
undoubted  respectability, 

In  the  case  of  a  lad  clerk,  and  of  a  junior  clerk  who 
has  not  been  before  employed,  first,  from  the  head  master 
of  the  school  in  which  he  has  been  educated ;  second,  one 
from  each  of  two  householders  of  undoubted  respectability. 

The  nomination,  with  the  particulars  of  the  examina- 
tion and  the  testimonials,  will  be  submitted  to  the  di- 
rectors on  the  candidate  appearing  before  them,  and  who 
•will  decide  whether  he  be  qualified  and  a  proper  person  to 
be  appointed. 

The  name  of  a  clerk,  on  appointment,  will  be  added 
to  a  list,  from  which  he  will  be  summoned  in  turn  for 
duty  as  a  vacancy  occurs,  provided  he  has  in  the  mean  • 
time  given  security ;  but  should  he,  on  being  summoned, 
refuse  or  neglect  to  join,  his  name  will  be  struck  out  of  the 
list,  and  he  can  not  afterwards  be  re-admitted  to  the  service. 

A  clerk  must,  immediately  on  appointment,  give  se- 
curity to  the  amount  of  two  years'  salary,  or  in  not  less 
than  $500,  through  the  medium  of  one  of  the  under- 
mentioned guarantee  societies,  and  he  can  not  subsequently, 
under  any  pretense  whatever,  be  allowed  to  change  from 
the  society  first  selected. 

[Here  follows  a  list  of  the  guarantee  companies.] 

The  railway  company  pays  the  premium  in  the  case 
of  a  clerk  whose  salary  does  not  exceed  $5.25.  per  week 
or  $6.25  per  week  without  allowances. 

A  candidate  as  a  porter  must  be  five  feet  seven  inches 
in  height,  without  his  shoes.  He  must  not  be  less  than 
twenty-one,  and  must  not  exceed  thirty -five  years  of  age. 


Static )i  Service.  271 

He  must  be  able  to  read  and  write,  and  be  generally  intelli- 
gent; free  from  any  bodily  complaint,  and  of  a  strong  con- 
stitution, according  to  the  judgment  of  the  surgeon  by 
whom  he  will  be  examined,  who  will  report  whether  he  is 
"fit"  or  "unfit."  The  police  are  selected  from  this  class. 

The  candidate  must  produce  testimonials  of  char- 
acter from  his  last  employer,  and  one  from  each  of  two 
householders  of  undoubted  respectability,  and  if  he  has 
been  in  any  public  service  also  a  certificate  of  good  conduct 
during  such  employment;  these,  with  the  nomination,  will 
be  submitted  to  the  directors  on  the  candidate  appearing 
before  them,  and  who  will  decide  whether  he  be  a  proper 
person  to  be  appointed. 

The  pay  of  a  porter  is,  on  entering,  and 

In  London.  In  Country. 

For    ist  year,  -          $4.  25  per  week.  $4  oo  per  week. 

"    id    ""        -          -          -          -       4  50    "      "  4  25 

"    30       •'     and  until  promoted,         4  75     "      "  4  5° 

provided  a  fine  be  not  incurred  in  the  interim,  in  which 
case  increased  pay  is  allowed  only  after  twelve  months' 
service  from  the  date  of  such  fine. 

A  candidate  as  a  lad  porter  must  not  be  less  than 
fourteen  or  exceed  seventeen  years  of  age.  He  must  be 
able  to  read  and  write,  and  be  generally  intelligent,  free 
from  any  bodily  complaint,  and  of  strong  constitution,  ac- 
cording to  the  judgment  of  the  surgeon  by  whom  he  will  be 
examined,  who  will  report  whether  he  is  "fit"  or  "unfit." 

The  candidate  must  produce  testimonials  of  character 
from  the  school  at  which  he  has  been  educated,  and 
one  from  each  of  two  householders  of  undoubted  respecta- 
bility. These,  with  the  nomination,  will  be  submitted  to 
the  directors  on  the  candidate  appearing  before  them,  and 
who  will  decide  whether  he  be  a  proper  person  to  be  ap- 
pointed. 

The  pay  of  a  lad  porter  is,  on  entering,  and 

Kor   the   ist  year,  -  -  $1  75  per  week 

"  tA  -  -  -  2  oo        " 

3d       "  ....  2  25         " 


272  Railway  Train  and 

For  the  4th  year  -          -          -          -  -    $2  50  per  week. 
$th      "             ....  2  7S        « 

6th  -          -          -          -  3  oo 

"          yth      "  and  until  promoted,  3  50        " 

A  lad  porter  on  attaining  twenty  one  years  of  age, 
and  not  before  is  eligible  for  promotion  to  be  a  porter,  but 
he  can  then  become  a  porter  only  after  being  passed  by  the 
surgeon  and  directors,  as  in  the  case  of  a  new  appointment, 
want  of  height  (under  five  feet  seven  inches)  not  being, 
however,  a  disqualification. 

All  appointments  are  made  on  the  distinct  under- 
standing that  the  parties  hold  themselves  in  readiness  to 
proceed  to  duty  immediately  on  being  summoned,  their  pay 
being  allowed  from  the  date  of  employment,  that  they 
reside  wherever  required,  and  that  they  will  join  and  become 
members,  on  being  so  required,  of  any  provident  or  benevo- 
lent society  established  or  to  be  established  in  connection 
with  the  company,  and  abide  by  all  the  rules  and  regula- 
tions *  *  *  or  other  wise  given  them  for  their  guidance. 

The  rules  of  the  Sick  and  Funeral  Allowance  Fund 
are  furnished  to  every  porter  on  appointment. 

Station  inspectors.  $6.25  and  $7.50  per  week  accord- 
ing to  the  class  of  station,  with  house,  or  an  allowance 
of  $1.25  per  week  in  lieu. 

Pass.  Guards  [con.]  ist  class,  Chief  Guard  $7  50  per  week. 

"            "                    ist  "      Under  Guard  6  87 

"            "                     zd  "      Chief  Guard     6  75 

"            "                    2d  "      Under  Guard  6  25 

Goods  and  cattle  Guards,  Chief  Guard    7  sf> 

"                 "  Under  Guard  6  87 

Mineral  Guards,        -  5  75 

All  guards  when  required  to  sleep  away  from  home, 
receive  twenty-five  cents  per  night  additional. 

Police — Ordinary,  $4  25  per  week. 
"          Signalmen  at  Junctions  and      )  (< 

Pointsmen  in  London,  £  3 

"          In  the  Country,  -         -  4  75 

"          Gaternen  at  level  street  crossings,  4  75        " 

Gatemen  at  level  road  station  crossings,  4  25        " 

Gatemen  provided  with  a  house  by  the  company, 
are  to  have  coals  free,  and  to  pay  sixty-two  cents  a  week 


Station  Service.  273 

rent,  but  if  they  open  the  gates  by  night  in  addition  to  the 
day  work  they  are  to  have  the  house  rent  free  as  an  equiva- 
lent for  the  night  work. 

Porters  in  London,          -        -  -  -  $4  25  per  week. 

"        in  the  Country,            -  -  -  4  oo 

Foremen  Porters  in  London,  -  -  -  5  2g 

"               "        in  the  Country,   -  -  J  oo 

Mineral  Foremen  Porters  in  the  Country,  5  25 

Shunters  in  London,        -  4  75 

"         in  the  Country,        -  -  -  4  50 

Luggage  Stowers  and  Loaders,  -  4  75 

Police  and  porters  are  to  receive  an  advance  of  twenty- 
five  cents  per  week  each  year  for  two  years,  begin- 
ning on  the  day  when  they  shall  have  completed  a  year's 
service,  if  not  punished  in  the  interval. 

Foremen  porters,  signalmen  or  pointsmen,  gatemen 
at  level  street  crossings,  shunters  and  loaders  are  to 
be  advanced  under  the  same  rule,  twenty-five  cents  per 
week  each  year  for  two  years,  from  which  their  only  in- 
crease will  be  by  promotion  to  a  superior  foremanship  at 
$6.25,  which  is  a  fixed  rate  of  wages,  or  to  the  situation  of 
guard  or  inspector. 

In  case  of  promotion,  men  who  have  been  advanced 
under  above  rule  are  to  carry  with  them  and  con- 
tinue to  enjoy  their  advance,  unless  the  promotion  is  to  a 
grade  paid  at  a  fixed  rate  of  wages,  when  it  will  cease. 

Signalmen,  at  the  expiration  of  every  half-year  of 
good  service,  without  punishment,  will  receive  a  premium 
of  $12.50. 

As  soon  as  any  line  or  punishment  for  misconduct 
shall  be  registered  against  any  servant  of  the  company,  the 
previous  period  of  the  current  year's  service  for  increase  of 
pay  or  premium  becomes  forfeited,  and  the  year  can  only 
be  reckoned  from  the  date  on  which  he  was  punished. 

THE    UNIFORMS     REQUIRED      AND     THE      REGULA- 
TIONS   INCIDENT    THERETO.* 

All    servants   of    the   company    to    whom     uniform    is 
*    Gt  Nor.  Ry.,  England. 


274  Railway  Train  and 

allowed,  are  required  to  wear  it  while  on  duty.  The  uni- 
form of  servants  clothed  by  the  company  is  as  follows,  for 
twelve  months: 

For  station-inspectors  and  guards,  a  great  coat,  a 
frock  coat,  waistcoat,  two  pairs  of  trousers,  two  red  necker- 
chiefs, and  hat  or  cap ;  for  policemen,  a  great  coat,  a  dress 
coat,  two  pairs  of  trousers,  cape  and  hat ;  for  porters,  a  jack- 
et, waistcoat,  two  pairs  of  trousers,  two  red  neckerchiefs, 
.and  cap. 

Foremen  porters  and  shunters  have  a  cape  in  ad- 
dition. Authorized  laborers  receive  two  blue  "  slops,"  and 
red  neckerchiefs. 

Uniforms  will  be  issued  as  follows:  To  the  in- 
spectors and  guards,  a  top  coat  once  a  year,  and  a  frock 
coat  once  a  year.  When  a  second  of  either  garment  is 
issued  the  first  may  be  retained,  but  when  a  third  is  served 
out  the  first  issued  is  to  be  given  back ;  when  the  fourth  is 
issued  the  second  is  to  be  given  back,  and  thus  two  of  each 
garment  will  remain  in  their  possession.  The  trousers  and 
hats  or  caps  may  remain  in  the  possession  of  the  men,  ex- 
cept that,  when  they  leave  the  service,  two  pairs  of  trousers 
must  be  given  up,  with  all  other  clothing  and  appoint- 
ments. 

To  the  police,  a  great  coat  and  cape  every  two 
years ;  on  receipt  of  new  ones,  the  old  ones  must  be  given 
up.  The  dress  coats  in  use  when  the  second  coats  are  sup- 
plied, are  allowed  to  remain  in  possession  of  the  policemen 
until  a  third  is  issued ;  they  are  then  required  to  give  up 
No.  i,  keeping  Nos.  2  and  3;  when  No.  4  is  issued  No.  2  is 
to  be  given  up,  and  so  on,  t \vodress  coats  remaining  in  the 
possession  of  the  men.  Hats  and  trousers  remain  in  pos- 
session of  the  men,  except  that  when  they  leave  the  serv- 
ice, they  are  required  to  give  up  two  pairs  of  trousers,  with 
all  the  other  clothing  and  appointments. 

Porters  are  subject  to  the  police  regulations  as  to 
their  jackets  and  waistcoats.  When  the  second  jackets  and 


Station  Service.  275 

waistcoats  are  issued,  the  first  are  retained  by  the  men ; 
when  the  third  are  issued  the  first  are  given  back,  and  so 
on.  The  trousers  remain  in  possession  of  the  men,  except 
that,  when  leaving  the  service,  they  are  required  to  give  up 
two  pairs  of  trousers,  and  all  the  other  appointments  of  cloth- 
ing. The  capes  are  issued  once  in  two  years,  the  caps  and 
neckerchiefs  yearly ;  on  receipt  of  a  second  cap  or  cape  the 
first  is  to  be  given  up. 

GENERAL  REGULATIONS  FOR  WORKING  THE 
ABSOLUTE  BLOCK  SYSTEM  ON  A  DOUBLE 
TRACK  ROAL).* 

The  signaling  of  trains  on  the  block  telegraph  sys- 
tem does  not  in  any  way  dispense  with  the  use  of  home, 
distant,  starting,  hand,  or  fog  signals,  whenever  and  wher- 
ever such  signals  may  be  requisite  to  protect  obstructions 
on  the  railway.  The  object  of  the  system  of  electric  train 
signaling  is  to  prevent  more  than  one  train  or  engine  being 
between  any  two  signal  stations  on  the  same  line  at  the 
same  time.  This  is  accomplished  by  not  allowing  any 
train  or  engine  to  leave  a  signal  station  till  the  previous 
train  or  engine  has  been  signaled  as  having  arrived  at  or 
left  the  signal  station  next  in  advance. 

The  block  signal  instruments  and  bells  are  exclu- 
sively for  the  signaling  of  trains,  and  must  not,  under  any 
circumstances,  be  used  for  conversing,  nor  for  any  other 
purpose  than  block- working,  in  strict  accordance  with  the 
company's  regulations,  and  they  must  only  be  used  by  the 
signalman,  or  other  person  specially  appointed  for  the  duty. 

The  signal  boxes  at  which  the  block  telegraph 
working  is  in  operation,  are  furnished  with  instruments  to 
signal  for  each  line  of  rails,  and  the  system  under  which 
these  instruments  are  to  be  worked,  and  the  mode  of  indi- 
cating the  description  of  approaching  trains,  will  be  laid 
down  in  the  code  of  regulations  supplied  to  signalmen  or 

*  English  Clearing-  House  Standard. 


276  Railway  Train  and 

exhibited  in  the  signal  boxes  for  the  guidance  of  the  per- 
sons in  charge. 

On  those  portions  of  the  line  worked  on  the  abso- 
lute block  system,  a  second  train  or  engine  must  not  be  al- 
lowed to  enter  a  section  until  the  preceding  train  or  engine 
has  been  signaled  as  havfng  passed  out  of  the  section,  ex- 
cept under  the  circumstances  specified  in  rules  "A"  and 
"  B,"  further  on,  to  meet  cases  of  train  or  telegraph  failure. 
The  danger  signal  must  be  exhibited  at  both  the  home  and 
distant  signals*  to  protect  trains  or  engines  standing  at 
stations  or  intermediate  signal  boxes,  and  when  any  train  or 
engine  has  gone  forward  into  the  onward  section,  the  start- 
ing and  advanced  starting  signals  (where  such  are  provided), 
which  control  the  entrance  of  trains  and  engines  into  such 
sections  must  also  be  put  to  and  kept  at,  "danger,"  until 
telegraphic  information  has  been  received  from  the  signal 
box  in  advance  that  the  preceding  train  or  engine  has 
passed  out  of  the  section.  So  long  as  the  starting  signals 
stand  at  "danger,"  the  home  and  distant  signals  must  also 
be  kept  at  '-danger"  except  on  the  near  approach  of  a  train 
which  has  to  stop  at  the  station,  when,  after  the  speed  of 
the  train  has  been  reduced  so  as  to  admit  of  its  stoppage  at 
the  platform,  the  home  signal  may  be  taken  off  to  admit  the 
train,  but  the  starting  signal  must  be  kept  at  "danger"  until 
the  line  is  clear  to  the  next  signal  station  ahead. 

Unless  special  instructions  are  given  to  the  contrary 
the  line  must  be  considered  clear,  and  the  signal  "line 
clear"  be  given  immediately  the  last  vehicle  (with  tail-lamp 
attached)  has  passed  the  home  signal  post,  except  during 
foggy  weather  or  snow  storms,  when  the  signal  "line  clear" 
must  not  be  sent  to  the  station  in  the  rear  until  the  train  or 
engine  that  has  stopped  at  the  station  has  passed  the  home 

*The  "home"  signal  or  semaphore  is  located  in  the  immediate  vi- 
cinity of  the  station;  the  "distant"  signal  is,  however,  located  further 
away.  It  is  usually  worked  (by  means  of  a  chain  running  along  the 
ground)  by  the  person  who  operates  the  "  home  "  signal. — Sf.  M.  K. 


Station  Service.  277 

signal  and  is  proceeding  on  its  journey,  or  has  been  shunted 
into  a  siding  clear  of  the  main  line. 

Should  it  become  necessary  to  block  a  section,  in 
consequence  of  a  breakdown  obstructing  the  line,  or,  other 
circumstances  taking  place  rendering  it  imperative  that  any 
approaching  train  should  be  stopped,  the  signalman  at  the 
station  where  the  obstruction  takes  place  must  use  the 
means  authorized  by  his  regulations  for  preventing  any  train 
leaving  the  post  in  the  rear.  Should  there  be  reason  to 
suppose  that  both  lines  are  fouled,  the  signalman  must, 
without  any  delay,  block  the  lines  in  both  directions. 

No  obstruction  must  be  allowed  outside  the  home 
signal  until  the  signalman  on  duty  has  carried  out  the  pre- 
scribed regulations  to  prevent  any  train  leaving  the  signal 
station  in  the  rear. 

If  a  signalman  observe  anything  unusual  in  a  train 
during  its  passage,  such  as  signals  of  alarm  by  a  passenger, 
tail-lamp  missing  or  out,  goods  falling  off,  a  vehicle  011  fire, 
a  hot  axle-box,  or  other  mishap,  he  must  give  the  station  in 
advance  the  signal  to  "stop  and  examine  train,"  and  the 
signalman  at  the  station  in  advance  must  acknowledge 
such  signal,  and  instantly  put  on  the  danger  signals  to  stop 
the  approaching  train.  Where  practicable,  the  signalman 
must  also  telegraph  the  station  in  advance  the  cause  of 
sending  the  "stop  and  examine  train"  signal. 

Should  the  signalman  receiving  the  signal  have  reason 
to  suppose  that  there  is  any  danger  to  a  train  trav- 
eling in  the  opposite  direction,  he  must  also  stop  that  train 
and  inform  the  engine-driver  of  the  circumstances,  in- 
structing him  to  proceed  cautiously.  Should  a  train  pass  a 
signal  station  without  a  tail  lamp  on  the  last  vehicle,  the 
signalman  must  not  telegraph  "line  clear"  to  the  station  in 
the  rear,  but  must  call  the  attention  of  such  station  in  the 
authorized  manner,  and  on  gaining  attention,  mustgive  the 
"train  passed  without  a  tail-lamp"  signal.  This  signal 
having  been  acknowledged,  the  signalman  at  the  rear  station 


278  Railway  Train  and 

will,  thereupon,  stop  any  train  following,  and  verbally 
instruct  the  engine-driver  to  proceed  cautiously  toward 
the  station  in  advance,  informing  him  why  it  is  necessary 
that  he  should  do  so.  As  soon  as  the  train,  the  engine- 
driver  of  which  has  been  cautioned,  has  passed  the  signal 
station  from  whence  the  "train  passed  without  a  tail-lamp" 
signal  was  received,  the  signalman  there  will  recommence 
signaling  in  the  ordinary  manner. 

Should  any  vehicle  or  portion  of  a  train  be  running 
back  in  the  wrong  direction,  the  signalman  must  call  the 
attention  of  the  signalman  at  the  next  signal  box  toward 
which  the  vehicle  or  portion  of  the  train  may  be  running, 
bv  giving  the  prescribed  signal  indicating  that  vehicles  are 
running  back  on  wrong  line. 

The  signalman  who  has  received  this  signal  must 
stop  any  train  about  to  proceed  on  the  same  line,  and  take 
such  protective  measures  as  may  be  necessary,  such  as 
turning  the  runaway  train  across  to  the  other  line  or  into  a 
siding  as  may  be  most  expedient  under  the  cirumstances- 

If  any  vehicle  or  portion  of  a  train  has  escaped^ 
and  is  running  away  in  the  proper  direction  on  the  right 
line,*  the  station  in  advance  must  be  advised  of  the  fact  by 
giving  on  the  bell  or  gong  the  signal  "vehicles  running 
away  on  proper  line."  The  signalman  receiving  this  signal 
must,  if  necessarv,  send  the  signal  forward,  and  take  such 
other  measures  as  he  may  consider  most  expedient  under 
the  circumstances. 

When  a  train  has  become  divided  and  is  running 
on  a  falling  gradient,  the  front  portion  must  not,  when  the 
line  is  clear  for  it  to  proceed  beyond  the  signals,  be  stopped 
so  as  to  risk  its  being  overtaken  by  the  second  portion,  but 
when  such  train  is  running  on  a  rising  gradient,  or  where 
the  line  is  level,  the  first  portion  must  be  stopped  and 
shunted  into  a  siding  as  expeditiously  as  circumstances  will 
permit. 

*  Not  the  right  hand  track.— .)/.  .)/.  K. 


Station  Service.  279 

"A."  In  the  event  of  any  failure  of  the  instruments 
or  bells,  so  that  the  necessary  signals  can  not  be  for- 
warded and  received,  no  train  must,  under  any  circum- 
stances, be  allowed  to  pass  a  signal  station  into  that  section 
of  the  line  where  the  failure  exists,  without  having  been 
previously  brought  to  a  stand,  and  the  engine-driver  and 
guard  advised  of  the  circumstances.  When  this  has  been 
done,  the  engine-driver  must  be  instructed  to  proceed  cau- 
tiously to  the  post  in  advance,  so  as  to  be  able  to  stop  short 
of  any  obstruction  there  may  be  on  the  line.  No  train 
must  be  allowed  to  follow  another  within  five  minutes; 
nor,  when  a  tunnel  intervenes  in  a  block  section,  within 
ten  minutes,  unless  the  signalman  on  duty  can  satisfy  him- 
self that  the  tunnel  is  clear.* 

Steps  must  immediately  be  taken  to  have  the  tele- 
graphic apparatus  put  into  working  order  again. 

"  B.''  To  prevent  delays  to  breakdown  van  trainsf 
when  proceeding  to  clear  the  line,  they  must,  in  all  cases, 
be  signaled  as  "  passenger  trains,"  the  signal  "  shunt  for 
fast  train  "  being  given  whenever  the  sections  in  advance 
are  occupied  by  trains  which  the  breakdown  gang  must 
pass  to  reach  the  scene  of  accident.  The  same  course 
is  to  be  adopted  in  the  case  of  an  engine  proceeding  to  take 
the  place  of  one  that  has  failed,  or  of  an  engine  with  or 
without  a  train,  when  sent  forward  to  render  assistance 
in  cases  of  failure  or  accident  to  preceding  trains. 

Should  any  obstructions  occur  necessitating  the  work- 
ing of  a  single  line,  the  person  in  charge,  who  gives 
the  necessary  instructions  for  so  doing,  must,  at  the  same 
time,  give  written  instructions  for  suspending  the  working 
of  the  line  by  block  telegraph,  "except  on  inclines  or 

*  "  The  engine-driver  must  protect  his  engine,  in  accordance  with  the 
regulations,  without  reference  to  any  telegraphic  communications  that 
may  exist  between  stations  or  signal  boxes,  and  he  is  not  in  any  way 
relieved  from  this  duty  bv  the  existence  of  block  or  other  telegraphic 
working." — Enff.  Standard. 

t  Wrecking  trains.—  -If.  -)f.  A'. 


280  Railway  Train  and 

through  tunnels,  where  the  block  telegraph  working  may 
not  be  suspended  on  special  instructions  being  given."* 

On  the  working  of  the  double  line  being  resumed 
the  order  suspending  the  working  of  the  line  by  block  tele- 
graph is  to  be  canceled  by  a  written  notice  in  the  same 
manner,  and  at  the  same  time,  as  the  order  for  working  the 
single  line  is  canceled. 

Where  the  block  system  is  in  operation,  goods,  min- 
eral, cattle,  and  ballast  trains  must  be  shunted  out  of 
the  way  of  passenger  trains,  and  mineral,  slow  goods,  and 
ballast  trains  must  also  be  shunted  out  of  the  way  of  fast 
goods  and  fish  trains  at  stations  or  sidings  where  there  are 
fixed  signals,^  in  sufficient  time  to  prevent  the  passenger 
train,  fast  goods  or  fish  trains,  respectively,  being  delayed 
by  the  signals  either  at  the  station  where  the  train  is  being 
shunted  or  at  the  block  station  in  the  rear. 

Where  the  block  system  is  in  operation,  and  it  is 
necessary  to  foulj  or  occupy  any  portion  of  the  line  outside 
the  home  signal,  the  line  must  first  be  blocked  back  by  tele- 
graph to  the  signal  box  in  rear  before  such  obstruction  is  per- 
mitted, and  during  a  fog  or  snow  storm,  or  where,  in  con- 
sequence of  the  station  being  approached  upon  a  falling 
gradient,  special  instructions  for  working  are  issued,  no  ob- 
structions must  be  allowed  at  the  station  inside  the  home 
signal,  until  the  line  is  so  blocked  back  to  the  signal  box  in 
rear. 

*  Great  Wes.  Ry.,  Eng. 

t  «'.  e.,  Semaphore  signals,  etc. — M,  M.  K. 

%  Obstruct.— jtf.  M.  K. 


INDEX. 


(NOTE. — For  Definitions  of  Technical  Terms  see  Chapter  VI.) 

Abandoned  Trains,        .....       170 

Abbreviations  used  in  Train  Dispatching,  .  174 

Absolute  Block  System,  Rules  for  Working,  .      275 

The         .  .  .16,  275 

Accidents,  Instructions  in  case  of,  .       130,  162,  192 

"  not  entirely  prevented  by  the  Block  System,   19 

"          to  Trains,  Nature  and  Causes  of   .  .53 

Agents,  Instructions  to  .  .  .   219,  222 

Approaching  Stations,  .....       136 

Automatic   Block  Systems,  ...  20 

Backing  of  Trains  on  the  Line,  .  .      130 

Baggagemen,  .....   193,  210 

Bell  Cords,          ...  .112 

Bell  Cord  Signals,    .  .  .116 

Bell  must  be  rung,          .....      118 

Block  System,  The  ....  16 

Blue  Signals,      .  109,  114 

Brakemen,  Freight,  .....  209 

"          General  Instructions  to,     .  .  .      205 

"  Passenger,          ....  207 

Brakes,      ...  70,  115,  130,  205,  209,  213 

Bridges  and  Culverts,  Inspection  of,  .  .  167 

Broken  Trains,      .  .  .  116,  117,  131 

Care  in  Loading  Freight    ....  232 

"        Running  Trains  ....       132 

Car  Repairmen's  Signals     ....  114 

Cars,  Coupling  ....  .       221 

"     Directions  to  Agents  Regarding      .  241 

Sealing       ....  .       235 


284  Index. 

Caution  Signals        ...  109,  110,  111,  124 

Classes  and  Grades  of  Trains  ....      120 

Collisions,  lack  of  precaution  against          .  .  60 

"         number  of,  reported  for  ten  year*   .  .         59 

Color  Blindness        .....  80 

Colors  used  as  Signals  .  .'  .  81,  108 

Conductors,  Duties  of          ...  108  to  221 

"  Freight       ...  .197 

"  General  Instructions  to  .  .  187 

"  Passenger  .         •  ".  .  .       192 

"  Signals  by  Bell  Cord  .  116 

Connecticut,  law  of,  in  regard  to  "Color  Blindness"          84 

Connections  with  other  roads,  how  arranged        .  13 

Conservatism  of  Trainmen       .  .  .41 

Construction  and  Fuel  Trains         .  .  .  146 

Coupling  Cars    ......       221 

Dangers  from  "Color  Blindness     ...  80 

"  "       Confusion  of  Signals  .  .        34 

"  "       Defective  Rules      ...  32 

"  "       Indifference  and  Stupidity      .  .        32 

"          "       Working  Trains      ...  31 

Danger  Signals        .  ...         108, 109,  111,  124 

Defective  Equipment,  Derailments  from  .  57 

Definitions  of  Technical  Terms  .  .  .91 

Delayed  Trains        ,  .  .  25,  123, 140,  151 

Delivery  of  Freight       .  .  .  .  .234 

Derailments,  how  caused    ....  55 

Detection  of  "Color  Blindness"  .  .  .83 

Direction  of  Trains  indicated  by  their  Numbers  25 

Directions  applicable  to  Double  Track  Lines  .       151 

"          to  Agents  ....  222 

Discipline,  necessity  for,  in  Train  Service       .  .         66 

Diversity  in  the  Rules  and   Regulations   of  different 

Roads  .  .  .  .42 

"        of  Signals,  Danger  from  .  .  34 

"  "  how  occasioned  .  .         67 

"  "  Instances  of  .  37 


Index.  285 

Double  Order  System  of  Train  Dispatching  .       182 

Double  Track  Roads  .  .  .14,  32,  151 

Drawbridges  .  .  •    .  .  134 

Duties  of  Train  Employes        .  .  .       108  to  221 

Employes,  General  Instructions  to  .  .  253 

Enginemen          ......      210 

Enginemen's  Signals  ....  115 

English  Roads,  Importance  of  Studying  the  Methods  of     64 

"  Operations  of  Trains  on    .  .      21,  155 

"    .  Phraseology  peculiar  to  .  51 

Excessive  Speed  of  Freight  Trains  .  .  64 

Expensiveness  of  the  Block  System    .  .  .20 

Extra  Engines  .....  145 

Extra  Trains        ...  .    26,  120,  142 

Failure  of  Track,  Derailments  from  .  .  56 

Fences  to  be  repaired  by  Trackmen    .  .  1 63 

Firemen         ......  217 

Fire,  in  Trains     ......       129 

"     on  Line  .....  167 

Flags,  Signal       .  .  .  .  .  1 08 

Forms  of  Train  Orders         ....  182 

Four  Track  Roads          .  .  .  .  .14 

Following  Trains      .....    113,  137 

Freight  Brakemen          .  .  .  .  .209 

"         Conductors  .  .  .  197 

"         Regulations       .  .  .       224 

Trains          .  13,  112,  121,  197 

Fuel          .......       239 

Fusee  Signals  .....     Ill,  124 

General  Instructions  to  Employes,      .  .  .       253 

Grade  Crossings,       .....  134 

Grades  and  Classes  of  Trains,  .  .  25,  120 

Green  and  White  Signals,   .  .        109,  114,  118 

Green  Signals,  ....          109,  113 

Hand  Signals,  .  .  .  69,  108,  117 

Head  Lights,       ......       112 

How  to  Protect  Trains  when  the  Track  is  Obstructed,    123 


286  Index. 

Increased  Traffic  an  Element  of  Danger,      •  .  .61 

Individuality  in  Railway  Management,     .  .  33 

Inspection  of  Bridges  and  Culverts,   .  .  .      167 

Cars,  ....  191 

Track,     .....  .164 

Inspectors  of  Engines,  .  .  218 

Instructions  to  Agents,  ....       222 

"    Brakemen,  .  .  .  205 

"  "    Conductors,     . .  .  .       108  to  221 

"  "         "  Special,  .  187 

"  "    Enginemen,    .  .  .  .210 

"  "    Firemen,  .  . 

"  "    Inspectors  of  Engines,  .  .      218 

"  "    Telegraph  Operators,       .  .  246 

"  "    Telegraph    Repairers,  .  .      251 

"  "    Yard  Masters,      .  .  .  219 

Intelligent  Discrimination  exercised  by  Trainmen,          39 

Interval  between  Trains,  .  . .          .  .      137 

Irregular  Trains,       .  .  .  .  120 

Jeffries,  Dr.,  and  the  "  Color  Blind  "  Scare,    .  .        82 

Keeping  off  the  Time  of  Other  Trains,     .  .  139 

Lack  of  Thoroughness  in  framing  Rules  and  Regula- 
tions         ....  47 

Lamp  Signals       .  .  .69,  108,  109,  117 

Laxity  of  Discipline  .. 

Limits  for  Working  Trains       ....       147 

Loading  and  Unloading  Freight     .  .  .  229 

Lost  Rights  of  Trains  .  .  .  .122 

Malicious  Obstructions,  Derailments  from  .  58 

Massachusetts    R.    R.    Commissioners    and    "  Color 

Blindness"  ...  86 

Meeting  or  Passing  Trains       ....       134 

Meeting  Points,  how  indicated  on  the  Time  Table  24 

Miscellaneous  Orders  Relative  to  Trains  .  157 

"  Rules  regarding  Freight          .  .      237 

Mixed  Gauge,  Torpedo  Signals  on  .  .  125 

Movement  of  Trains  by  Telegraph        .  26,  169 


Index.  287 

Mysteries  connected  with  the  construction  of  the  Time 

Table  ....         10 

Negligence  in  Operating,  Derailments  from         .  57 

Number  of  Train  indicates  its  direction  .  .        25 

Obstruction  of  Line  .  .  .        126,  161,  168 

Obstructions,  Derailments  from  .  .  .58 

Operation  of  Trains  upon  English  Roads  .  21 

Operators,  Telegraph     .  .  .  .  .246 

Passenger  Brakemen  ....  207 

"          Conductors   .  .  .  .  .192 

Traffic,  Rules  referring  to  .  .       222 

Trains       .  .  .12,  112,  121,  127,  137 

Passing  or  Meeting  Trains  .  .  .  134 

Percentages  of  various  Classes  of  Train  Accidents    .         62 
Permissive  Block  System,  the        ...  17 

Phraseology  of  Trainmen         .  .  .  .49 

Plans  pursued  in  Arranging  the  Rules  and  Regulations  104 
Protection  of  Trains      ....  30,  123 

Railroad  Crossings  at  Grade  .  .  .  134 

Rear  Collisions,  the  danger  from         .  .  .16 

Receipting  for  Freight        ...  228 

Receiving  Freight  for  Shipment          .  .       225 

Record  of  Movement  of  Trains       .  .  .  173 

Red  Signals         ....  108,  112,  113 

Regular  Trains          ....  24,  120 

Regulations  applicable  to  the  Double  Order  System  of 

Train  Dispatching          .  .  182 

Freight        .  .  .  .  .224 

"  partake  of  the  Character  of  the   Men   In- 

troducing them         .  .  .41 

Train      .  .  .  120  to  161 

Releases  for  Freight      .....       229 
Repairers,  Telegraph  ....  251 

Repairs  of  Cars  .....       191 

"      of  Fences     .  .  .163 

"      of  Telegraph      .  .      1 64 

"      of  Track  162 


288  Index. 

Rights  of  Trains  .  .  -        .  .  42,  121 

Rules  and  Regulations  herein,   Plans   pursued  in  ar- 
ranging .  .   '         .  .       104 
"      Referring  to  the  Passenger  Traffic               .  222 
Running  with  Care        .>          .            .             .            .        13 

Schedule   by   which    Regular    Trains    are    Operated, 

the       .         •  .  ,  .  .        24 

Sealing  Cars  containing  Freight    .  .  .  235 

Section  Foremen,  Duties  of  .  .  .      161 

Semaphore  Signals  ....      72,  111 

Signalman,  Duty  of,  in  protection  of  Trains        .  124 

Signalmen  on  English  Roads  •  22,  277 

Signals,  Causes  of  the  existing  Diversity  in          .  67 

"         Description  and  use  of  .  .  .       108 

"         Difficulty  of  securing  Uniformity  of      .  67 

"         Hand  or  Lamp  ....       117 

"        Material  available  for        .  .  71 

"        used  on  Chicago  Roads  .  .  .69 

Single  Track  Roads,  Peculiar  Requirements  of   .  14 

"          "  "       Possibilities  of  30 

Special  Orders  for  Movement  of  Trains  .  169 

Special  Trains  .  .  '.    L        .  .120 

Speed  of  Trains         .  .  :  .  .  150 

Station  and  Train  Baggagemen  .*  .  .       210 

"        Regulations  ....  222 

Stations   with   Switches   must  be    Approached    with 

Care  .  .  .  .  133 

"        without  Agents  ....      234 

Superintendents'  Association,  Action  of  in   regard   to 

Signals  ....        79 

"  Replies  of  in  regard  to  "  Color  Blind- 

ness .  .  .  .89 

Superintendent,  the  ....  10 

Switches  ......      240 

Switch  Signals  .....  119 

Technical  Terms,  Definitions  of  91 


Index.  289 

Telegraph  Defects  in,  to  be  reported  by  Trainmen         192 

Department,  Want  of  Uniformity  in  .  46 

"  Line  out  of  order,  Signal  for          .  114,  248 

"  Movement  of  Trains  by  .  .      26,  169 

Operators      .....      246 

"  Poles  as  Indicators  of  Speed     .  .  151 

"  Repairers       .....      251 

"  Temporary  Repairs  of,  by  Trackmen  163 

Third  Track,  or  Middle  Sidings  .  .  14,  156 

Thoroughness  Wanting  in  Framing  Rules  and  Reg- 
ulations         ......         47 

Time  Chart,  the         .  .  10 

"      How  Regulated    .  159 

"      Tables,  how  compiled  ...  11 

"  "        on  English  Roads  .  .  .22 

Torpedo  Signals         .....    109,  124 

Track,  Derailments  from  Failure  of     .  .  .56 

"         Instructions  relating  to  .  .  161 

Train  Accidents  .  .53 

"       and  Station  Baggagemen       .  .  .  210 

"       Dispatcher,  the     .  .  28,  169 

"      Employes,  Duties  of  .  .  108  to  221 

«  " "        on  English  Roads    .  .  22,  265 

Trainmen,  Conservatism  of  41 

"  Phraseology  of  .49 

Train  Orders,  Forms  of         .  182 

"      Order  Signals       .  .175 

"      Record  .....  173 

Trains  and  Cars,  Directions  to  Agents  in  Reference  to  241 

"      General  Regulations  in  regard  to         .       120  to  161 

"      Movement  of,  by  Telegraph  169 

"      Protection  of  .  .      30,  123 

Train  Signals      .  .  67,  112 

Tunnels,  Special  Provision  for  Signaling  125 

Uniformity  in  Rules  and  Regulations,  want  of  38,  42 

"  "   Signals,  want  of,  .  34,  67 

"  "   Telegraph  Department,  want  of    .  46 


290  Index. 

Uniform  Time,  ....  159    247 

Unloading   Freight,  ....  229 

Valuable  Packages  not  to  be  taken  by  Conductors,        192 

Want  of  Uniformity  in  Rules  and  Regulations,          38,  42 

"  "  Signals,  .  .        34 

"  "  Telegraph  Department,   .  46 

Watchmen,  Track,          v  .  ...  .       164 

"  Wreck,    .  .  .  .    ;  162 

Way-Billing  Freight,     ..'...      235 
When  Trains  Break  in  Two,  .  .  131 

Whistle  Signals,  .  .70,  115,  117,  118 

White  Signals,  .  .  .  109,  114 

Wild  Trains,       ...  26,  114,  120,  150,  186 

Wonderful  Phraseology  of  Trainmen,        .  . .  49 

Working  Trains  an  Element  of  Danger,        .  .        31 

Wrecks,  Instructions  in  case  of,      .  ,  .  162 

Yard  Masters,      ......      219 

Yellow  Signals,         .  .  .  114 


•^MARSHALL  ffl.  KIRKMAN'S  BOOKS.* 


"Mr.  Kirkman's  books  differ,  it  may  be  said,  from  those  commonly 
written  on  technical  subjects  in  this,  that  they  not  only  describe  the 
details  of  the  subject,  but  what  is  quite  as  important,  and  vastly 
more  interesting  to  the  student,  they  explain  its  philosophy  and  the 
theory  and  spirit  that  animate  it;  in  other  words,  he  not  only  tells  the 
reader  how  certain  duties  are  or  should  be  performed,  but  he  also  tells 
him  the  reasons  therefor;  his  books  are  consequently  filled  with  num- 
berless nice  distinctions  and  subtleties  associated  with  the  operation 
of  railroads,  and  the  dutTes  and  responsibilities  of  railway  servants." 
—  The  Railway  Service  Monthly  Magazine. 


RAILWAY   EXPENDITURES,   THEIR    EXTENT,   OBJECT 
AND  ECONOMY. 

In  two  volumes.     2d  Edition,     850  pp.     $4.00 

"  It  is,  in  short,  a  hand  book  of  railway  finance."— Hereapath's  Rail- 
way Journal,  London,  Eng. 

"  The  little  as  well  as  the  great  things  that  make,  up  the  sum  of 
railway  expenditures  have  received  his  careful  and  analytical  scru- 
tiny.''— Chicago  Evening  Journal. 

"  His  works  have  done  much  to  disseminate  a  knowledge  of  the 
best  practice  in  railway  operation  and  management."—  Railway 
Reviezv. 

"  It  is  valuable  as  the  first  contribution  to  the  literature  of  a  most 
important  subject." — Ne-w  York  Times. 

"  Shows  who  own,  who  pay  for,  who  direct  and  who  work  the  rail- 
roads."—  Charleston  News  and  Courier. 

"  Contains  a  large  amount  of  detailed  technical  information  of 
special  interest." — Railway  World. 

"  To  all  directly  Interested  in  the  business  of  railroads  it  will  be 
of  great  value." — The  Railroader. 

"  The  work  is  one  in  which  all  engaged  in  the  direction  of  railways 
may  find  multitudes  of  useful  hints."— Iron,  London,  Eng. 

"Should  be  added  to  the  library  of  every  banker  and  merchant  in 
the  country."— The  Daily  Indicator. 


RAILWAY  REVENUE  AND  ITS  COLLECTION. 

Second  Edition,  Revised  and  Enlarged.    600  pages.     $2.50. 

Describing  the  Organization  of  Railroads,  the  Duties  of 
Officers  and  Agents  and  the  Details  of  the  Collection  of 
Revenue. 

"Treats  of  a  rather  dry  subject  in  an  interesting  manner."— Jour- 
nal of  the  German  Railway  Administration  Society,  Berlin. 

"Devoted to  a  subject  of  the  utmost  practical  importance."— COOT- 
mercial  and  Financial  Chronicle,  N.  T. 

"  The  author  has  had  an  extended  experience  in  business  organiza- 
tion of  American  railroads." — Toledo  Weekly  Blade. 

"  Treats  in  a  comprehensive  and  exhaustive  manner  a  very  important 
subject." — Hereapatlff  Railway  Journal,  London,  Eng. 

"Railroad  men  speak  well  of  it." — Detroit  Free  Press. 

"  Throughout  the  book  the  attention  is  kept  active  and  is  rewarded  " 
— Ba  nker's  Magazine. 

"  May  be  read  with  interest  by  all  concerned  in  the  successful 
operation  of  railroads." — Neva  Tork  Tribune. 

"The  author  is  an  acknowledged  authority  on  the  subject  upon 
which  he  writes.'' — The  Railroader. 


RAILWAY  TRAIN  AND  STATION  SERVICE. 

Third  Edition,  Revised  and  Enlarged.     Price  $2.50. 

Describing  minutely  how  Trains  are  Organized  and 
Operated,  the  Signals  and  Rules  and  Regulations  govern- 
ing their  movements,  and  the  accidents  that  occur  and  the 
causes  thereof.  The  author  of  this  book  filled  the  position 
of  train  dispatcher  at  one  time,  and  has  given  the  train 
service  much  thought  and  attention. 

"The  author's  intimate  knowledge  of  railway  matters  and  the  care 
with  which  he  has  prepared  the  book  renders  it  especially  valuable  to 
the  profession." — Journal  of  the  German  Raihvay  Administration 
Society,  Berlin. 

"  Shows  a  large  amount  of  study  into  the  subject  of  train  move- 
ments."—  The  Railway  Age. 

"  Must  commend  itself  to  railway  employes  generally." — Hereapath's 
Railway  Journal,  London. 

"  Fully  maintains  the  reputation  acquired  by  his  other  works."— 
London  Railway  JWri/.r. 


"  The  instruction  will  be  found  of  a  highly  disciplinary  character."— 
The  Engineering  and  Mining'  Journal. 

"  Surprising  how  well  the  author  has  invested  it  with  interest  for  the 
English  reader  " — Railway  Service  Gazette. 

"Will  be  valued  by  the  railway  officials  of  the  country."—  The  Poly- 
technic Review. 

"Marked  by  careful  thoroughness  of  preparation,  aad  easily  intel- 
ligible language." — The  Railroader. 

"Manifestly  likely  to  serve  a  useful  purpose." — Rail-way  World. 


THE  BAGGAGE,  PARCEL  AND  MAIL  TRAFFIC  OF  RAIL- 
ROADS. 

Second   Edition,   Revised  and  Enlarged.     425   pages. 
$250. 

"An  exhaustive  treatise,  written  in  popular  style.'' — "Journal  oj 
the  Franklin  Institute. 

"A  work  which  will  prove  useful  to  all." — Rail-way  Sheet  and 
Official  Gazette^  London,  Eng. 

"  Discusses  in  a  very  attractive  manner  the  topics  indicated.'' — 
Rail-way  World. 

"Aside  from  the  information  conveyed,  the  volume  is  very  enter- 
taining."— Rail-way  Age. 

"  Mr.  Kirkman,  an  experienced  railroad  man,  has  given  the  subject 
of  railroad  operation  in  all  its  departments  careful  observation  and 
Study." — Journal  of  the  Telegraph. 

"  An  acknowledged  interpreter  of  the  details  of  railway  regula- 
tions."— Chicago  E-vrning  Journal. 


HAND  BOOK  OF  RAILWAY  EXPENDITURES. 

Fifth  Edition,  Revised  and  Enlarged.     Price  $2.00. 

Practical  Rules  and  Directions  for  the  proper  classifica- 
tion of  and  accounting  for  the  varied  expenditures  of  the 
railroads,  illustrations  of  the  forms  required.  Intended  as 
a  book  of  reference  for  accounting  officers  and  others. 

It  has  been  taken  as  a  basis  for  classifying  the  operating 
accounts  of  many  of  the  great  railroads  of  the  country. 


THE  TRACK  ACCOUNTS  OF  KALLKOADS,  AND  HOW 
THEY  SHOUM)  BE  KEPT. 

Second  Edition.  Pamphlet,  Price  $1.00 

With  specific  Directions  and  Forms. 

"  One  of  the  great  needs  in  connection  with  the  economical  opera- 
tion of  railroads  is  a  practicable,  effective  and  comprehensive  sys- 
tem of  track  accounts.  These  results  are  all  attained  in  the  system 
described  in  this  pamphlet."—  Railway  Age. 


MUTUAL,  GUARANTEE. 

Pamphlet,  .  .  Price  50  Cents. 

"  Guaranteeing  the  fidelity  of  persons  occupying  positions  of  trust, 
which  for  some  years  was  accomplished  by  private  bonds,  is  now 
almost  wholly  in  the  hands  of  public  guarantee  companies.  Mr.  Kirk- 
man  sometime  since  conceived  the  idea  that  a  mutual  guarantee 
among  employes  would  prove  popular.  He  immediately  devised  such  a 
system,  and  placed  it  in  operation  with  satisfactory  results.  His  pam- 
phlet describes  this  system,  and  deals  in  an  entertaining  and  instruc- 
tive way  with  the  whole  topic  of  guarantee." — Rail-way  Age. 


THE  FREIGHT  TRAFFIC  WAY-BILL,  AND  ITS.  USES 
ILLUSTRATED  AND  DESCRIBED. 

Pamphlet,  .  _  Price  50  Cents. 

Describing  the  way-bill  as  it  is,  and  has  been  for  forty 
years,  and  what  it  should  be. 
"  A  valuable  treatise." — Railway  Age. 


All  of  the  foregoing  books  are  for  sale  by 

CAMERON,  AMBERG  &  Co., 

73  &  75  LAKE  ST.,  CHICAGO. 

And  will  be  forwarded  without  delay  on  receipt  of  price. 


The  Guarantee  60.  of  North  America, 

Established  1872, 
Head  Office,  260  St.  James  Street,  Montreal. 


President,  Sir  Alexander  T.  Gait,  G.  C.  M.  G. 

Vice-President,  the  Hon.  James  Farrier,  Senator. 
Managing  Director,  .  .  Edward  Rawlings, 

Bonds  of  Suretyship,  for  Offices  of  Banks,   Railways,  Express 
Companies,   Etc. 


Authorized  Capital.. $1,000, 000 
Paid  up  Capital 300,000 


Assets .$400,000 

Deposited  with  N.  Y.  Ins.  Dept.  200,000 


CHICAGO  BRANCH  OFFICE— DIRECTORS: 

WM.  K.  ACKERMAN.    Late  President  Illinois  Central  Railroad. 

R.  R.  CABLE.    President  Chi.  R.  I.  &  Pac.  R.  R. 

JOHN  CRERAR.    Vice-President  Chicago  &  Alton  R.  R. 

JOHN  B.  DRAKE.    Grand  Pacific  Hotel. 

GEORGE  L.  DUNLAP.    Director  Wab.,  St.  L.  &  Pac.  R.  R. 

THE  HON.  J.  RUSSELL  JONES.    President  West  Side  Railway. 

H.  H.  PORTER.    Late  President  Chic.,  St.  Paul,  Min.  &  Omaha  R.  R. 

COUNSEL:— HON.  JUDGE  BECK  WITH. 

BRANCH  OFFICE  175  LA  SALLE  STREET, 

E.  D.  L.  SWEET,  Gen.  Agent  and  Attorney. 


State  Agencies: 

Boston,  G.  W.  Gregerson,  17  Congress  Street. 
Philadelphia,  A.  F.  Sabine,  506  Walnut  Street. 
Atlanta,  John  C.  Whitner  &  Son. 
Baltimore,  W.  S.  Polk,  General  Agent,  13  Rialto  Street. 

T.  W.  Lawford,  Special  Agent. 

Charleston,  S.  C.,  C.  T.  Lowndes  &  Co.,  10  Broad  Street. 
Denver,  J.  E.  Bates,  426  Lawrence  Street. 
Detroit,  Wm.  Kingsley,  84  Griswold  Street. 
Hartford,  Conn..  C.  C.  Kimball. 

Indianapolis,  Cleveland  &  Adams,  31  &  33  N.  Pennsylvania  St. 
Jackson,  Miss.,  John  T.  Buck. 
Nashville,  Morrow  Brothers  &  Cooley. 

New  Orleans,  Fell  &  Co.,  46  Camp  Street  corner  Gravier  Street. 
Pensacola,  Knowles  Brothers. 

Portland,  Me.,  Prentiss  Loring,  31J-£  Exchange  Street. 
St.  Louis,  Boscome  &  Munson,  317  Chestnut  Street. 
Troy,  N.  Y..  Hudson  &  Crary. 
Richmond,  Va.,  Pleasants  &  Co.,  1104 J^  Main  Street. 

N.  Y.  BRANCH  OFFICE,  178  BROADWAY. 

D.  !•  TOMPKINS,  Interim  Secy. 


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